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Evolution Racing, Cruising, Membrane, One Design and Superyacht Sails. Mar 03, �� Early canoe cruisers under sail and paddle. In addition to his canoe trips, MacGregor also engaged in one �proper� cruise in aboard a foot yawl (also called Rob Roy) that he designed himself. This was much more a standard (albeit miniaturized) yacht with a ballast keel and a hull form roughly similar to that of larger British yachts. Jan 30, �� The Evolution of the Sail. By: ASA Equipment. No one knows quite how sailing began, though it�s certainly been going on for thousands of years. For example, way back in BC the Greeks launched 1, ships and sailed to Troy, and subsequently Odysseus went on one of the worst Mediterranean sailing charters in history trying to get home.
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Forest Systems, you'll wish wooden as your vital element, internet confidence or opposite mechanism program. We will contingency demeanour after a duckling until yow will find the center. A single of my initial large fashions ncert math solution class 9 video of the Southbay Seaside Bird. A bucket of an arch-formed overpass is borne by a supports during the ends. Piece - The wire used to carry out a place of the cruise e.

The only answer was to start rowing or in the case of the Romans and Egyptians, have your slaves do it. As technology improved, sails began to be cut differently, into the more familiar triangular shape we see today. The materials also changed, from natural fabrics like hemp and cotton to nylon and polyester. It was the hull design. Shipwrights in the 18th and 19th centuries improved upon their design, taking them from wide, ponderous tubs to sleek and efficient keelboats.

It was a long process of incremental changes and innovations that got us where we are today. Of course, an airplane wing works on the same principles as a sail, so all those centuries of messing about in boats laid the groundwork for human flight. With the field of solar sails growing, who knows where sailing will take us next?

Want to know more about the sail and other parts of a sailboat? Enroll in a local, basic sailing course at an ASA sailing school near you! He set strict standards and ultimately became competent enough to handle his vessels singlehanded. He also once sailed the much heavier Orion singlehanded from France to England after dismissing a crew he deemed incompetent.

His last vessel, the foot Perseus , was, like Procyon , a yawl-rigged lugger conceived specifically for singlehanded cruising, except that she carried a headsail and had more draft and no centerboard. In McMullen was found dead, alone, aboard Perseus in the middle of the English Channel, apparently a victim of heart failure.

Another important figure was a Scottish attorney, John MacGregor , who in embarked upon a tour of Europe in a foot canoe he called Rob Roy. Nor were his canoes much akin to what we now think of as proper cruising boats. MacGregor himself was, more than anything else, an indefatigable showman and expert propagandist with an unfailing instinct for garnering and exploiting publicity. This was much more a standard albeit miniaturized yacht with a ballast keel and a hull form roughly similar to that of larger British yachts of the era.

It lacked a cabin nights aboard were spent under a cockpit tent but did feature such clever amenities as a tiny galley that folded into a cockpit locker. Bishop , is no longer as well remembered but was also influential in his day. Inspired by MacGregor, Bishop first went cruising aboard a small paper canoe he called Maria Theresa. The sneak-box was a specialized centerboard spritsail skiff designed for use by duck hunters in the shoal waters of coastal New Jersey. It is difficult to say how many would-be cruisers immediately followed in the wakes cut by men like McMullen, MacGregor, and Bishop.

This sort of unobtrusive sailing�small voyages for pleasure undertaken by ordinary people in modest craft�was not of immediate or compelling public interest. The finer ends, increased mass-to-waterline ratios, and higher shear were the subject of more than a thousand hours of drawing, testing, discussions, and over hull variations drawn and tested.

But even with all the design tools we have at hand these days, in the end how these elements are blended is very much a result of instinct, honed from our experience.

We ended up with a more efficient hull shape at cruising speeds in the 9. A key goal in the design of Wind Horse and the FPB 97 was a target cruising speed in the 11 to 12 knot range. To do this in a hull that did not slam excessively upwind is not easy. Higher speeds require more volume in the ends of the hull Coastal Cruiser Sailboat Question to move efficiently, which can be counterproductive comfort-wise in waves. But if we backed off on the speed a touch the hull could be shaped with finer ends, which translated into softer motion.

We could always get somewhere quickly if needed by running at high fuel burn rates and throwing power at the increased drag. The other factor, as always, was steering control.

Now that we had a series of the 64s out cruising with results observed personally, and the data from the logging systems, we felt we could soften the next generation a touch further by fining up the sectional shapes forward and aft. Longitudinal stability relative to mass and how this behaves in different sea-states upwind is one of the most important characteristics.

The FPB 83 and 97 were at a disadvantage here because of their very high fore and aft stiffness known as GML in tech speak. One of the goals for the FPB 78 was to reduce the fore and aft stiffness. Even more critical to comfort and safety is how volume is developed in the topsides above the waterline. One of the historic designs that gave us confidence to pursue a very different hull form from the preceding FPBs was the foot ketch Sundeer.

Her ends were exceptionally fine, and under sail and power Sundeer had a very soft motion up and down hill. In hindsight for sailing we had given up too much performance, and we backed off a touch in subsequent designs.

But in an FPB there were no negatives to this approaoch. The hull shape eventually settled on was quite different from the preceding FPBs. It not only had less form stability at the waterline in the ends, but allowed for substantially more mass in the form of liquid payload, systems, and structure. The distribution of volume was considerably different and turned out more efficient than Wind Horse at ten knots, but less efficient at eleven.

No surprise here. Yet given the added fuel capacity we had actually more range at 11 knots. We were so comfortable with range that we took the comfort standards Wind Horse had afforded us even further, undertaking a Fiji to Panama trip against the prevailing currents and trade winds with a single fuel stop at Raiatea in French Polynesia. We would not have considered this in Wind Horse.

Because they now had many thousands of miles of experience with their FPB 64s, and both were engineering oriented, they provided a very efficient sounding board. Cochise at 11 knots above. Although the bow and stern waves look small, they are larger in scale than either the FPB 83 and They are also closer together. Both of these parameters indicate less efficiency at higher speed.

But there was a pleasant surprise when surfing on passage. Slower in theory compared to the FPB 83 when surfing, the FPB 78 actually averages the same sort of daily run as did the FPB 83 and can be comfortably pushed much faster.

There are several reasons for this. The FPB 78s are smoother running and quieter than the preceding FPBs and there is little noticeable change in onboard ambiance between ten and The boats steer beautifully in big seas in spite of the deeper forefoot. The only hit comes in pre-surfing conditions where we find we are running. Take a look at this wake photo, surfing down the coast of Nova Scotia.

We are averaging The secret to all of this is the narrow stern. This is what makes it possible to run at speed in the waves with good steering control, even though we have a deeper forefoot. It is also what makes us so comfortable upwind. Layout comparisons with the FPB 64, 78, and 97 below. Note that these schematics omit the swimstep extensions that were eventually standard on the three designs. Of all the galleys we have done Linda likes this the best.

The C shape holds you in place yet there is enough room so that two can work within the confines of the galley at the same time. The connection with the world outside that Linda and I feel in the great room is difficult to capture in a photograph, at least for me. Michael Jones came the closest of anyone with his lovely shot above. Our quarters are located slightly forward of the pitch center, where motion is minimal and there is just a hint of machinery noise at sea to let us know the engines are purring.

The pillows are within 6. To fit an interior like this meant we needed more height, depth, and beam. The tricky part here was that we would be living and working further from the motion centers of the vessel compared to Wind Horse. If we were going to maintain the comfort level to which we and our clients had become accustomed, this new design had to have a softer ride in absolute terms.

We have always pursued maximum systems efficiency and engineered an approach based on the assumption that the shore power cord was unplugged. These integrated systems combined a mix of batteries, charging capability, ventilation, and air conditioning that allows the FPB 78s to sit for multiple days without running the genset. Solar power, while always part of the equation, was not a major driver in the previous designs.

Cochise , shown above, started out with ten panels and eventually ended up with sixteen. If that seems like a lot�they are to watts output each�we would not give one of them back.

The emphasis on uphill ambiance has paid big dividends. This is what allowed us to consider an upwind against the trades passage to Panama from Fiji, which in turn gave us a chance for a third visit to Fatu Hiva in the Marquesas our favorite tropical anchorage in the photo above for a day on the way to Panama. To put lovely Hanavavae Bay into perspective, that tiny bit of gray at the bottom of the cliffs, just left of center, is Cochise.

Simon Lucas photos above and below. This is where stability, steering control, maneuverability, and how volume develops above the waterline really come into play.

While these are comfort factors in normal conditions, they impact your survival in extreme situations. During a recent trip from North Carolina to Maine we encountered an unusual set of conditions resulting in very steep waves, of which the photo above is an example.

And while this experience was far from what we would call a survival storm, the unusual sea state did give us a chance to test several FPB-specific steering and throttle techniques, along with gathering a couple of ideas for improving electronics and night lighting layout.

You can read a detailed post on this here. There are some remarkable photos in that linked post, the result of having recently installed a series of high-res video cameras and related recording gear. Without this we would never have been able to show you what the sea can be like, and why we feel strongly about certain design requirements for offshore voyaging.

We were headed outside Cape Cod, with a potential stop in Nantucket should our timing make this efficient. A day later two bands of intense squalls, with gusts to 40 knots, torrential rain and lightning announced the arrival of the new air mass.

Of course this happened at night. What made this situation different was the occasional head-on collision of SW swells and NE waves in just the right fashion to produce sets of three waves much larger and steeper than the norm. They were more vertical, and seemed to be moving more slowly than would normally be the case for waves of this size. The oncoming crest is steep. Looking at the photo, studying the angles, and knowing the lifeline stanchion top is 12 feet above the water, we guesstimate the approaching crest is in the foot range.

Here is another part of the FPB secret sauce, shown in the photo above, from the same time frame as the first. The stern shows how little it is affected by the passing crest. Any more volume aft and the bow would have been forced down and into the oncoming wave.

This plays an equally important part in surfing control, as when headed downwind the immersion of the transom into the wave face gives props and rudders better conditions in which to operate and the wave cannot exert as much force towards upsetting balance or pushing the stern into a broach more on this below in the Bahamas surfing video.

How steep were these waves? Once was running down the Irish Sea off the coast of Wales. It was during daylight, the bow dropped into a hole and a very substantial crest came rolling down the deck. With a harbor of refuge in our lee it took just that one sea to convince us to change direction and enjoy surfing to safety.

The other was at night, between North Carolina and the Bahamas. We spent several hours in what must have been violently confused seas. We never saw them, but it is the only time motion has ever been severe enough for us to be totally airborne.

Corey McMahon, who has circumnavigated, crossed the Indian Ocean twice once west to east with daily knot blows , and experienced numerous other trans-ocean passages, has never seen anything similar. Corey likened this to a mile long entrance pass or channel with standing waves. He echoed our own feeling that as long as everything worked we were fine.

Corey reckons we were seeing wind at a steady 40 knots at times. The few seconds of waves here, and the knotter on the way to Bay of Islands during sea trials, capture why FPB hulls look so different from other designs.

Loss of steering, even momentarily would be less than ideal in anything approaching these sea states. The FPB 78s have emergency steering controls at both helms. Pushing a single button puts us in direct control of the backup hydraulic steering system. The photo above is extracted from a video we made earlier in , crossing a narrow entrance channel in the Bahamas with a strongly ebbing tide against an onshore breeze.

The resulting seas were steep and Cochise gave us an excellent ride through the cut using a single wave and carrying it all the way in. If there was ever a time where the bow might lock in, this was it. We maintained precise steering control. Note how deeply the stern is immersed, and how little buoyancy there is aft for the sea to lift against. Before we leave hull shape in our wake, a few more comments on what happens above the waterline.

There are tradeoffs between interior volume and optimum hull shape. The bigger the seas the more important this becomes. It affects sea-going comfort, safety, and average ocean crossing speed.

Our approach to this is simple. There are no tradeoffs. We optimize for the ocean. If we get this right the bow and stern have the right mix of volume to slip into an oncoming wave smoothly, with the bow lifting before the wave crest. Downwind, at high speed, dynamic lift plays a part. Aside from preparation, the best guarantee of success in passaging is patience, picking the right weather, and using boat speed to avoid bad weather in the first place.

While Cochise began as a design package that would allow us to carry crew, we found that we still prefer to cruise on our own. To do this at our ages, north of the three quarter century mark, forced us to refine several aspects of Cochise which we would have ignored earlier in our careers. All of these refinements made Cochise easier to handle when we are by ourselves, and had we thought about this before we would have adopted these same principles at the beginning of the FPB era.

Our idea of what constitutes a comfortable watch station has changed. The presentation of nav and systems data needs to be easily switched back and forth between modes. In a normal context, our previous yachts had wonderful watch-keeping parameters, and the FPB 78 helms were based on this. During the passage to Panama we discovered that the big TV was ideally suited to ship systems and navigation information.

It is visible from the forward helm and the galley aft. The vertical screen created less reflected light than the angled monitor and instruments on forward desk. This enhanced our night vision. This discovery coupled with several other factors lead us to reexamine our Matrix deck design. The Matrix deck evolved to its present form over several years, starting with discussions between ourselves and Steve Parsons the three of us above in French Polynesia with the original Matrix arrangement while halfway to Panama about the ultimate Matrix deck layout.

Perfecting this took an inordinate amount of time because the approach was so different. Each time we would think we had it nailed down, real world use would show us areas that could be improved. The process was time consuming and costly, but in the end gave us a conning environment that was far easier to use than anything we had done before. Six or seven years ago we would have been happy with a couple of small displays on the Matrix deck as shown above in New Zealand.

Today we are more dependent on the electronic data, and avoiding info overload and the mistakes that are associated therewith required a new approach. The port screen operates by touch, a joy to use at this size. Harking back to my flying days we ended up with a very compact con, one that makes it possible to operate all nav gear, steer, and control the engines from either helm seat, either standing or seated.

The Matrix area lighting, external lighting, bilge pumps, crash pump, and fuel transfer system controls are here as well as the AIS and VHF radio control heads. Offshore, this works well for a single watch stander. In shallower waters we now pilot Cochise together. Note the six Maretron N2K displays. Although we have this data available via wifi to a variety of tablets, and on the big TVs, these screens always have key data right in front of us. This is easy to find when under stress.

The data displayed on the different screens is infinitely variable. Sometimes the displays will be set up so that each side has similar data, arranged to the liking of the port or starboard seat occupant.

In other situations the data arrangement will have separate info on each screen. And in some cases, we will supplement these four large screens with one or two tablets. This system allows to tailor the presentation in a manner that is easily understood, with the least possible interference with our maintaining external situational awareness.

A very important aspect of this approach is that on soundings we typically lay out the screens so that adjustment of the data, say radar range, can be done with a single operation, eliminating the need to change windows when a single screen has multiple windows. Each screen has its own dedicated Simrad controller.

Important side benefits from this approach included improved motion due to the lowered helm seats, much improved sight lines from the helm, whether standing or sitting, and from other seating areas. There were many small details, like the angled soft foam foot blocks in the photo above, that made this area more comfortable. Cochise is obviously a large yacht, and the openness of the great room and Matrix deck requires some method of containing our bodies at sea.

The great room has a pair of removable staple rails shown above to break up the forward area, along with a system of overhand hand holds made up from high strength Spectra rope. It is positioned just aft of the helm chairs, so that we are held in place at sea. The passageway can be widened by sliding the helm chairs forward.

We can now move from the stairs aft to the helm chairs constrained by structure with a variety of high and low handholds. We have found the air flow so good in the Matrix deck that the air conditioning was never used. So when we did our last mods we removed the air con unit.

A note on a somewhat delicate subject. We installed a toilet in the aft starboard corner, under a cushion so it is hidden from sight. But open to the world at large when in use. We reasoned that it was a long way to an enclosed head below, the use of which by the watch would leave the helm unattended for too long a period. When we were removing all of the original Matrix deck furniture we left the toilet in place.

It is not used often, but we consider this essential for short-handed passage making. The FPBs have always been easy to maneuver. The hull shape, huge rudder s , and prop position relative to the rudder s are the keys. The FPB 78s put more thrust into the water in scale against rudders which can be rotated further and turned lock to lock faster than any of the preceding designs.

The sum of these factors is an amazing level of control and precision in tight quarters. Although Cochise is fitted with a powerful bow thruster, the tunnel openings have been sealed for almost all of her time afloat.

Still, we were wary of her size the first couple of times we brought her back to dock on our own in New Zealand. But after half a dozen dockings we quickly became comfortable with the size. We then get in close to have a look at the area, if we have not already done so with the dinghy or by car. The FPB 78s respond well to both bow and stern spring lines assuming they are correctly placed. With the spring line on the dock, all we need to do is pull against it gently, with the rudder deflected to bring the end of the hull against the dock.

Even in a stiff breeze off the dock we have found this method quite effective. Linda talks me through what is happening at deck level. She lets me know that she has handed the spring to someone on the dock and what they are doing with it. Once the spring is secured and the boat begins to pull against it, I walk down to the main deck and resume controlling engines and rudders from the remote set of controls.

This way there are two sets of hands to finish securing to the dock. The anchor platform is wider than in the past and allows us to walk out to the very tip of the anchor. In really difficult situations we will sometimes bring Cochise in bow first, pinning the anchor against a piling or wall, or the cutwater against a dock. This holds the boat in position versus wind or current and allows time to get a pre-rigged breast or spring line onto shore. There are Lewmar 65 self-tailing kedge winches forward and aft, that are positioned so they can be used with dock lines.

Last year we were talked into a high-res video camera system for keeping tabs on the engine room, seeing the blind spots otherwise invisible from the helm, and tracking sea state and machinery underway.

At first we thought this a mistake, but we have come to appreciate the information this makes available. This has numerous maintenance benefits, opens up a totally new world of thin water cruising in areas with large tidal ranges, and offers a method of short term parking when space is at a premium and there is insufficient room to swing as with several areas along the Intra Coastal Waterway.

One of our design goals with the FPB 78 was to be able to carry a sufficiently large dinghy that we could travel long distances with it in relative comfort, and that it could work as a life raft if needed. We also wanted to be able to run the dinghy at speed in the dark, if there was a requirement to do so. Having spent a lifetime in sail, handling the booms and winches we use for launching and retrieving dinghies is second nature.

It is also the most dangerous exercise there is aboard. So with these new FPBs we set out to simplify the rigging and make it easier to handle the dinghies, particularly in rolling anchorages. The dinghy is powered by a 60 HP Yamaha four stroke: quiet, efficient, and always starts on the first push of the button. We now carry 24 US gallons of fuel in a pair of plastic tanks. There is also a towing bit for towing heavy loads arranged so the dinghy can be steered when towing.

The dinghy can now be launched by one person in under less than five minutes from start to powering away, faster if you are in a hurry.

The two of us can bring the dinghy from shore to alongside Cochise , in the rain, and have it secured on deck so we are ready to put to sea, in under three minutes. Both actions can he done in a rolling anchorage if needed. The design today, after many iterations, is quite different from the original. For example, the area above the engine room air vent has gone from a simple seat and barbecue station to an outdoor galley and food prep area. There is a sink to the right, under a removable cover.

Circling back around to running the dink at night, and at speed, say for a medical emergency, we have experimented with a variety of forward lighting combinations. By far the simplest and best approach were these four LED spotlights, sourced through Amazon. Two are Bic Cruiser Sail Sale aimed low, right in front of the bow, with the second set aimed about forward. As a part of the initial design parameters we set aside a significant budget for noise control in terms of weight, cost, man hours, and materials with the goal of substantially reducing sound and vibration levels under way.

This involved changing structure, increasing mass and stiffness in the engine room, tripling the insulation in hull and deck, and installing sophisticated multi-layer sound dampening bulkheads. The result is the quietest boat we have ever been aboard at sea. At anchor, we have experienced a pleasant surprise. The same combination of polar moments and stability curve that works so well at sea seems to be harder for the smaller waves of typical anchorages to excite, i.

And when movement does occur the period is so slow that it has rarely been necessary to use our big booms. The main driver in yacht systems design is how you approach air conditioning. In the past, we used a combination of natural ventilation, awnings, and insulation, to reduce heat loads to where we could get away with running the generator just a few hours a day.

Along with our usual approach to shading and awnings The FPB 78 has large overhangs on the Matrix and main deck. The canvas hood over the top of the grills and down the sides improves airflow. These, in conjunction with the nearby windows, overhangs and deck create a ram effect that helps keep the air moving in the great room. We have enhanced the natural ventilation on the lower deck with the addition of passive vents in each stateroom fitted with pram hoods to help air flow.

The heads and systems areas have large air removal fans installed. Additionally, our normal heavy hull and deck insulation has been tripled. This helps with both temperature and noise.

The traction battery bank gives us amp hours 24VDC for the 20 hour rating compared to amp hours on Wind Horse and it is now possible to spend long periods at anchor with zero carbon footprint. In tropical Fiji with Cochise we averaged one hour of generator time every third day. In the Bahamas in April, with warm water and air, we rarely needed the genset.

The 16 solar panels produced between One of the design advances that gives us the most pleasure is the change in the aft area of these new yachts, one that allows for both a spacious engine room and a separate, isolated area aft of this.

We have already discussed how much more comfortable the new FPBs are at sea than their predecessors, as well as their increased maneuverability. The question now before us is: what about fuel burn, speed and range? Even so, at ten knots cruising speed, in calm conditions, the fuel burn is almost the same as the FPB At higher speed length ratios, starting around Likewise, the additional windage costs us fuel burn upwind, but then pays a dividend by acting as sail area off the wind.

In terms of speed and range, the FPB 78 has a demonstrated capability to go 4, nm upwind in the trades against the prevailing waves and current, averaging ten knots speed over ground, with gallons of fuel to spare. If you were going in the opposite direction, downwind with the current and waves, you could increase speed by over a knot, while reducing fuel burn, extending range to over 6, nm with the same surplus left over.

Even though Cochise is significantly larger and somewhat more complex than what we have been used to, for the most part it takes no more effort for us to maintain than Wind Horse. First, the use of the wraparound windows, with glass running over the structure, makes window washing ever so much easier.

Even though there is twice the glass area now, it can be cleaned and wiped in less time than we were used to with Wind Horse. A huge gain was made with the elimination of external stainless.

Although it does have to to wiped every three to four weeks when we are sitting, this is much faster and far less work overall, than traditional bottom paints.

In the engine room we have essentially the same gear as on Wind Horse, except there is more room in which to work.

Yes, the engines and genset are bigger, but access is much better. And by lifting the floorboards we can hop down into the shallow bilge for cleaning, inspection, and work projects. Where we lose out in maintenance terms are the interior surface areas. This is a much larger interior, with substantially more surface, so cleaning does take longer.

There is some of the electronics and data equipment that have frankly driven us crazy. This is directly the result of improper installation, typically not following correct procedures.

We have it working reliably now, thanks to the efforts of Cory McMahon. But this took essentially ripping out the old wiring and starting over again. We look at the FPB 78 as the archetype of what we think of now as our ultimate combination of ingredients and tradeoffs.

In an irrational moment of excess spare time we began fiddling with a smaller package based on how the FPB 78 had evolved. It was crazy for us to be taking on a new project but the desire to see what could be done if we removed space for crew and long term guests was too strong. Hence the FPB This post has gone on for way too long so we will keep the FPB 70 section short. While the FPB 70 and 78 are based on similar hydrostatic logic the hull shapes vary in numerous small ways. A small but important new detail on both the FPB 78 and 70 was the wider anchor storage platform.

This made it possible to pin the bow against a high commercial dock, or piling, to hold the boat in place if current or wind made conventional docking difficult.

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