Interesting boats

[brian eiland]

a goodly number of tri hulled motorboats,.....


https://www.boatdesign.net/threads/trimaran-motorboat-stabilized-monohull.29665/page-2


...and a few thoughts on mine on a 'New Age Trawler Motorsailer, Kite Assisted Power Yacht'

http://www.boatdesign.net/forums/bo...torsailer-kite-assisted-poweryacht-20319.html


BTW, The power would be a single main engine sized to develop the vessel’s desired top speed, and it could transmit this power by conventional shaft/prop arrangement, or with a azimuthing Volvo IPS dual prop unit, or via a retractable azimuthing Rim-Drive prop unit as I included on my latest dynarig motorsailer design.
1) Volvo IPS : http://www.yachtforums.com/forums/yacht-reviews-feature-stories/7467-world-debut-volvo-pentas-new-ips-750-850-a.html



2) Rim Drive : http://www.yachtforums.com/forums/technical-discussion/3961-rim-driven-propellers.html


Supplementing this single main engine would be a single DC diesel/electric power unit to provide for:
1) Ships electrical requirements
2) Slow speed operation by electric (wing) motor belted to main prop shaft
3) Maneuvering thrusters as required depending upon azimuth capabilities of main prop.

The entire ship would be powered by only two engines, basically sized to provide:
1) Full main diesel power, unimpeded by interceding diesel/electric conversion
2) Slow speed operation and ship’s systems via the smaller diesel/electric unit
3) ‘Twin power’ emergency backup as either engine can run all gear
This configuration more ideally meets the latest thinking for the new diesel/electric DC technologies onboard smaller vessels. Alternatively, two identical diesel/electric plants might be sized such that in combination they would supply the max power required of the vessel, and half power for lesser times.

Only two engines and no conventional sailing rig should make this a more affordable vessel, both in construction, in maintenance, and in operation. However the SkySail kite arrangement will probably more than offset the conventional sailing rig in cost. Possibly a less expensive alternative to this ‘brand name’, with less computerization could be found (no integrated weather/navigation features, etc). Light-weight construction would be desirable but not necessary. Third world hull construction materials are a possibility.

I’ll call it a KiteSail Motorsailer for now.

 

[brian eiland]

Sportfishing Under Sail .....(Trawler for Sportfishing)

2008 posting of mine



Of course I've tried promoting the idea of 'Sportfishing Under Sail' for quite some time:

...and at one point I commented, "Several times I’ve put this idea into hibernation, particularly the ‘Gamefishing Under Sail’ idea. My comment at the time was something like, “I just spent 18 years in the sailboat business trying to convince sailors of the virtues of multihulls, and now I’m going to try and sell a fishing guy a boat with sails on it. I’ve got to be crazy!”

http://www.boatdesign.net/forums/showpost.php?p=32941&postcount=3

Gamefishing Design - a 65' mast-aft sailing catamaran.

 

[brian eiland]

Interesting posting this morning on what might be termed an economy model cruising tri-hull configuration powered craft with an aux lateen sail in place of a kite.

http://www.yachtforums.com/forums/84017-post66.html

..similar theme :?:

...but this one can be shipped to its cruising ground rather than getting there on its own bottom.

 

[brian eiland]

In a recent discussion on Passagemaking Under Power, the subject of "Get Home Power" came up

Patrick said:

.... I too have conventional sails as a "get someplace" alternative. Is that the perfect solution? Not by a longshot.

Right now, I am exploring the possibility of a para-wing kite as a more controllable system. My neighbor is an avid kite boarder and I am learning the nuances of kiting.
​

The response was interesting:

We had looked at using a traction kite several years back on Swan Song. I had several emails, calls and proposals from a couple of companies interested in the project but when push came to shove nothing developed that could be purchased then.

There have been many kite advances in the past few years and I think that a kite is a very viable aux power system for a passagemaker. Both as a "get home" and fuel saver on long passages. Significant power can be developed with a traction ( as opposed to a sport kite) kite in the off wind passages that most of us favor. I for one really don't like slogging into head seas/winds for days on end even tho our recent Mexico-Hawaii passage had two full days of this. Beam and aft wind/seas are much preferable. Most passagemaking, as opposed to delivery passage planning, should focus on making major runs with the wind/sea aft of beam. This blends into the strength of the kite.

Kites can offer power from 110 degrees off the wind. This translates into a usable arc of ~140 degrees. All but 500 miles of our recent 2700 km passage, for example, would fit in this wind angle.

A kite with a nominal pull of 20-25 HP would have given us a ~ 4 kt speed under kite alone or decreased our fuel consumption by about half. So we'd have a "range extender" and Swan Song would have an 8000 km range vs. the 4000 miles we have based on the MX-HI trip. A significant advantage, IMHO.

How big a kite to do generate this pull? That is very dependant on the design. Spinnaker type kites are large but inexpensive and have several disadvantages mostly becoming a drogue :-( Rigid wing kites are much easier to fly, can be water launched and recovered from the water easily. They are controlled from a single control point with two or three lines. There are designs range from self inflating (not good for us). to ones with battens to those that are inflated with pressure for shape (best for us, I think). All of the rigid wings develop more power than the early spinnaker designs for a given size. Size and design is important in launching from a deck as we don't want to intentionally launch from the water nor have an unruly web of fabric/lines looking for a place to self destruct.

Launching from a foredeck pylon, aka a small mast, could be easy and once launched the kite flies from just above deck level to what ever altitude you desire. The higher it is the more wind there is thereby the more available power. Parked over head they develop no power. As you pull the control lines they move forward of the boat and generate incredible power. Easing the trim and they depower instantly. Using the trim to move them from side to side increase the average power even more.

Sitting a kite surfer of the foredeck in a chair strapped down to the deck with a seatbelt should be a good seat of the pants test as how one of these work and could be adapted to a passagemaker.

This certainly would be far cheaper than a wing engine, I couldn't see more than $15K for the whole system, and it would not have the issues of space and additional fuel consumption of twins.

I suspect we'll see someone doing this in the not to distant future...perhaps Patrick and his avid kite boarder friend can try it out and send us a picture with some data. Pulling around a Willard 40 in La Paz would be in the least a good tourist attraction and perhaps even a fun YouTube video ;-)

 

[brian eiland]

Kite Sailing the Oceans

Kite Sailing the Oceans

Just brought to my attention, this lady (Anne Quemere) kite-sailed across the Atlantic in '06, and now she is onto another adventure in the Pacific.


Les Chroniques Voyage de Anne Q.


http://www.anne-quemere.com/indexgb.php

 

[brian eiland]

UPDATE: 09/30/13

Meanwhile, in related news back on land.

Wind-powered car completes 3,100 mile test ride across Australia
http://phys.org/news/2011-02-wind-powered-car-mile-australia.html

The journey took 18 days and spanned the continent of Australia, with the two designers splitting the drive time. The vehicle can now boast holding several records for wind-powered vehicles. Some of the records set include: the first vehicle powered by wind to cross a continent, the longest overall distance covered, and the longest distance covered by a wind-powered vehicle in 36 hours.
​

​

Kite Sailing the Oceans


Just brought to my attention, this lady (Anne Quemere) kite-sailed across the Atlantic in '06, and now she is onto another adventure in the Pacific.


Les Chroniques Voyage de Anne Q.


http://www.anne-quemere.com/indexgb.php

UPDATE: 09/30/13


Meanwhile, in related news back on land.


Wind-powered car completes 3,100 mile test ride across Australia
http://phys.org/news/2011-02-wind-powered-car-mile-australia.html

Kite Sailing the Oceans


Just brought to my attention, this lady (Anne Quemere) kite-sailed across the Atlantic in '06, and now she is onto another adventure in the Pacific.


Les Chroniques Voyage de Anne Q.


http://www.anne-quemere.com/indexgb.php

UPDATE: 09/30/13


Meanwhile, in related news back on land.


Wind-powered car completes 3,100 mile test ride across Australia
http://phys.org/news/2011-02-wind-powered-car-mile-australia.html

Kite Sailing the Oceans


Just brought to my attention, this lady (Anne Quemere) kite-sailed across the Atlantic in '06, and now she is onto another adventure in the Pacific.


Les Chroniques Voyage de Anne Q.


http://www.anne-quemere.com/indexgb.php

UPDATE: 09/30/13


Meanwhile, in related news back on land.


Wind-powered car completes 3,100 mile test ride across Australia
http://phys.org/news/2011-02-wind-powered-car-mile-australia.html

 

[Mako]

Interesting stuff, Brian. Thanks

 

[Crux]

48' Defevor......well equipped,stabilized......but something bugs me...

https://www.chapman.org/uploads/docs/blocks/1461/48-defever-1985-revised-41923.pdf

 

[KnotYet]

48' Defevor......well equipped,stabilized......but something bugs me...

https://www.chapman.org/uploads/docs/blocks/1461/48-defever-1985-revised-41923.pdf

I do know for a fact that termites eat teak!

 

[OldDan1943]

There’s that word, ‘project’

 

[Simi 60]

There’s that word, ‘project’

Every boat is a project
Even a new one.

 

[Simi 60]

Interesting posting this morning on what might be termed an economy model cruising tri-hull configuration powered craft with an aux lateen sail in place of a kite.

http://www.yachtforums.com/forums/84017-post66.html

..similar theme :?:

...but this one can be shipped to its cruising ground rather than getting there on its own bottom.

Beau's boat, I remember that one.
Bit of Govt bastardary cut his fun (and pension) short

 

[CharlieO.]

48' Defevor......well equipped,stabilized......but something bugs me...

https://www.chapman.org/uploads/docs/blocks/1461/48-defever-1985-revised-41923.pdf

I saw that listing, if I were to consider that boat I'd still factor tenting and fumigating again, not sure what method Nozzle Nolan used.. Also, not sure how they determined nothing structural was chewed up.

 

[slowgoesit]

48' Defevor......well equipped,stabilized......but something bugs me...

https://www.chapman.org/uploads/docs/blocks/1461/48-defever-1985-revised-41923.pdf

Man, I would have been ALL over that! Or at least flown down to look at her!

 

[socalrider]

Man, I would have been ALL over that! Or at least flown down to look at her!

I agree - that boat looks like a great upgrade from our CHB41. Rare to see a DeFever in that size range with 3 cabins (a must for us).

How much do you think it'd cost to get her shipped/delivered to the West Coast? Probably a lot...

 

[brian eiland]

Alternative Centerboards & Sail Rigs Aboard Big Cat

Cats generally do poorly on a beat c/w monos or even tris. Many production cruising cats have low aspect stubby keels that aren’t retractable. They increase wetted surface but only gain a modest amount of lift. Some cats make use of daggerboards which are much more effective so they point fairly well. However a single hull puts more lateral plane deeper in the water and then gains both lift and more lateral plane from its single keel or dagger board or center board. So its more resistant to sliding sideways. A tri has an advantage over a cat in that it has one daggerboard or centerboard. Tip vortex and turbulence at the keel appendage junction also causes turbulence. So having one instead of two is an advantage for those two reasons.
Other advantage of a mono for cruising is you can put a lead bulb at the end of the keel. Multis get virtually all their righting arm from form stability. Monos don’t. You end up sailing them very differently. Heel is a major clue you need to reef on a mono Not true on a multi. Yes you do heel a bit more when overpowered but somehow you just feel it well before it becomes pronounced. But monos will dump air over their leech when heeled excessively so be de powered. Multis won’t. So the sailplan will see more air because it isn’t heeled over.
None of this has much to do with hull shape and more to do with how they interact with the wind.

How about this idea?

One item of your thought processes caught my attention in particular; your desire for a single centerboard, and real shallow draft capabilities. I'll certainly second that motion, that shallow draft idea. One of the greatest attributes of multihulls is their capability to really go exploring ALL the water areas including those tributaries, lagoons, reefs, etc. That's why I had kick-up CB's in each hull of my design.

BUT, what you may not have noticed was my alternative to the CB's in each hull. Look at the attached drawing, (or the very bottom profile drwg that denotes "asymmetrical CB's, nacelle mounted". First, imagine a flat plate, on edge, mounted down the centerline on the underside of the bridge deck. This flat plate will act as a rib to strengthen the fore-to-aft rigidity of the vessel, a somewhat weaker characteristic in a catamaran structure vs. a keeled monohull. If a tow bundle (rope, etc) of carbon fiber (kevlar, PBO, etc) was laid along the bottom edge of this flat plate, the rigidity could be even greater (sort of akin to a bottom truss structure, or a flange of an 'I' beam). Now on either side of this flat plate I propose to mount a centerboard, not a single, symmetrical one, but rather two asymmetrical ones; sort of like a single board split in half. The flat sides of these asymmetric boards would fit up against the flat plate nacelle, and rotate on oversize (possibly 1-foot) diameter bearings. The flat fit & big bearings would together supply a great big surface for the large bending moments to bear against. Only one board at a time would be lowered. In fact the two could be linked together such that the act of lifting one automatically lowers (& powers) the other down. And they both could be rigged to 'kick up' upon hitting any solid object and/or for shallow cruising. The control lines (cables) could be routed right up to the cabin top and back to the cockpit.

There are several advantages to an asymmetrical shaped centerboard. First, it requires less total board area to develop a leeway reducing force....so the board size is reduced. Secondly, since it is asymmetrical, it does not require an angle of attack (does not require the boat itself to be sailed at a skewed angle) to develop the 'board's lift' (leeway reducing force). This actually
may result in the vessel making less leeway. Plus the drag forces associated with the CB lift forces are on the centerline of the vessel, rather than offin one hull that produces turning moments about the center of the vessel.

This centerline mounting may also improve the tacking capabilities of the vessel as it allows the 'clean' hulls to slip a little while pivoting about the central board.

The front of this nacelle/plate could be configured to act as a wave splitter to actually attack, up front, the formation of those peaky waves under the tramp areas that eventually slap at our bridge deck underside. We kind of slice those waves down a bit. A lightweight fairing might also be added to this 'flat plate nacelle' so it appears outwardly much more esthetically pleasing, as well as more curvature to shed those peaky waves.

And how about the maintenance factor, particularly in remote cruising areas. No need to haul-out the vessel to repair kick-up CB problems, or even bottom painting problems. Everything, including the cables, bearings, and boards is all above the load waterline. The initial building cost should be less by eliminating the trunks in two hulls, and the watertight integrity is much
better. The twin boards might have to be made a little bit longer as they operate with a 'free-surface' end, but then they are asymmetric so they can be correspondingly shorter. I would further suggest that surplus helicopter blades are prime candidate sources for both CB blades and rudder blades....high tech, extremely strong carbon fiber fabrications that have a
prescribed limited life span aboard aircraft, but are perfectly happy for our use.

 

[Hippocampus]

Thank you for this post. Excellent thinking Brian and why you are a NA and I’m not. Still although dagger boards are some what more prone to damage if they strike something they are usually more efficient and retract entirely within the canoe body so less draft and parasitic drag when fully retracted. They also have all the working gear above the waterline.

Have seen remote voyagers carry an extra dagger board so are self sufficient. Still the tri with a daggerboard would see to have an advantage over a cat as the board immediately enters the water when deployed without the need for a truck. Also the geometry of many sailplans allows its placement just before the mast so isn’t cumbersome. Friend had a Boreal. Although it had a centerboard what was interesting was it also had daggerboards all the way aft. That allowed it to tract going downwind/down seas with the daggerboard(s) down and the center board up.

This site is about power boats. Whereas non planing mono power monos tend to track well wonder about how LDL power monos, and light weight power multis do? The power multis I’ve seen or been on are relatively heavy but with the current desire of some to have greater range and efficiency where do you see power design going if those attributes are desired?

 

[Adopo]

Rare to see a 50 Fleming come up, especially of this vintage in what looks like good condition.

The first Fleming Yacht was delivered in 1986, so this is a very early example.

https://www.chuckhoveyyachts.com/bo...ised-pilothouse-san-diego-california-8817336/

 

[brian eiland]

This site is about power boats. Whereas non planing mono power monos tend to track well wonder about how LDL power monos, and light weight power multis do? The power multis I’ve seen or been on are relatively heavy but with the current desire of some to have greater range and efficiency where do you see power design going if those attributes are desired?

This one was just a powercat with a mast for the kite rig, should one attempt the idea

 

[Adopo]

a few more...

 

[Adopo]

 

[brian eiland]

Fishermen using Wind Power

Advance to the Past: Fishermen Start to use Sails

Commercial fishermen in the UK are reverting to wind power in response to soaring fuel prices, as skippers rig their boats with auxiliary sails to cut the amount of diesel they use.

The move comes as a new generation of vessels is being developed that will rely almost exclusively on sails.

Higher fuel costs threaten to force many fishermen out of business. The price of the red diesel the industry uses has doubled in less than a year, while fish prices have remained relatively stable.

Deas, chief executive of the National Federation of Fishermen's Organisations, said a number of skippers were now using sail power to help them travel the long distances between port and their fishing grounds.

'Skippers are putting on foresails while steaming to fishing grounds offshore,' he said. 'The whole cost structure of the industry has shifted so dramatically as a result of fuel price rises, and in response, vessels are looking at what they can do to reduce costs.

'Fleets are going to have to find ways of reducing fuel dependency. Everyone is looking for the optimum steaming speed and people are looking at a whole range of measures, including sail.'

Auxiliary sails were once commonly used by fishermen to pick up extra speed, but they died out in the 1980s as engines became more powerful. 'These sails might sound a bit Heath Robinson and a bit of a throwback, but in other ways they are the future,' Mr Deas added. 'We used to have windmills in this country. Now we are building windfarms.'

At the wheel of his boat, the 36ft Sardia Louise, Roly Kirby, a fisherman from Helford River, Cornwall, said he had saved up to a fifth of his weekly fuel bill since fitting a sail to the 20ft mast. He uses the sail while steaming to and from fishing grounds up to 20 miles from his home port, where he lays nets for monkfish.

'We are steaming for about three hours out and three hours back every day, but with the sail, we can cut the revolutions back on the engine from about 1,300 to 900 and still make the same speed,' he said.

Mr Kirby, 33, steamed along the sheltered Helford River while crewmate Perry Roger, 28, tied a spinnaker sail to a mast at the bow. Once out into Falmouth Bay, the potent northwesterly filled the sail and the throttle was eased back to save on fuel as the Sardia Louise stormed towards the Lizard.

'We have been using another sail, which is bigger, but this one seems to be doing the job today,' said Mr Kirby. 'You have to be careful in case the wind is too strong for the sail, but in these waters it just gives you the right helping hand.' Since October last year, the cost of red diesel has risen from 30p to 60p a litre, and Mr Kirby now spends about £1,000 a week on fuel. It is his biggest single expense and means that after paying wages, insurance and leasing a quota, he must catch fish worth at least £6,000 every week to make a profit. 'The fuel prices are terrifying, so the savings I can make are a real boost,' he added.

'Of course, it depends on the direction and strength of the wind, but these are pretty good results using an old spinnaker from a racing yacht on a traditionally built fishing boat. It looks like the future. I'm sure this will catch on more and more.'

Kevin Bennetts, a former fisherman who now runs an oil firm selling diesel to fishermen in Cornwall, said: 'A lot of people are dragging old bits of sails out of their lofts and hoisting them up. It can make a difference, supplementing the engine.'

Although the use of sail is currently limited to small and medium-sized boats, there are plans to harness the power of the wind for Britain's biggest and most powerful fishing boats, such as beam trawlers, which use up to £12,000-worth of fuel a week.

A German company is developing a system that would allow larger trawlers to be powered by a computer-controlled kite flying off their bows. The technology is already used on two cargo ships and can provide up to 35 per cent of their power.

In a separate development, an Essex boatyard is developing a new generation of sailing vessels for fishermen. Gemini Workboats in Colchester has designed a 30ft catamaran which uses its small, 14-horsepower engine only to enter and leave harbour and in emergencies. Boats of a similar size would normally require an engine of about 200bhp and would use around £600 of fuel during a week's fishing.

Plans for the catamaran, which will cost about £60,000, are to be announced this week, and work on the first boat is expected to start in October. Although it would not be suitable for trawling, the vessel could be used for laying nets and pots and for trolling - dragging baited lines behind the boat. Andrew Craig, of the company, said: 'This is the first boat of its kind really since the 1930s. But it is time to go back to them. They are cheap to build and cheap to run. We think there will be huge demand. Sailing's time has come again.'

by Jaspar Copping, Telegraph/Sail-World
_________________________________________________
Of course I've tried promoting the idea of 'Sportfishing Under Sail' for quite some time:

...and at one point I commented, "Several times I’ve put this idea into hibernation, particularly the ‘Gamefishing Under Sail’ idea. My comment at the time was something like, “I just spent 18 years in the sailboat business trying to convince sailors of the virtues of multihulls, and now I’m going to try and sell a fishing guy a boat with sails on it. I’ve got to be crazy!”

http://www.boatdesign.net/forums/showpost.php?p=32941&postcount=3

Gamefishing Design - a 65' mast-aft sailing catamaran.

 

[OldDan1943]

Realize there is more to it. Cant stilck a pole up and strap canvas to it.

I did tie a paddle to a cross member of a canoe and tied a shirt to it. I was able to travel with and against the current of a small river, maybe 10ft wide and a lazy current. LOL. We had 3 guys and gear in the canoe. It slow but we were rested when we got ‘there’.
I never said I was smart.

 

[DDW]

Sailors talk about polars, which are the fundamental parameters that impact sailing performance. When comparing a mono to a cat, how much is displacement a polar vs hull shape?

A very large part is displacement. While a cat with the same displacement as a mono will have narrow hulls, it also has two bow and stern waves and more wetted surface. In the sailboat world (the guy in the video about tris is somewhat ignorant of that world BTW) a cat or tri with the same displacement as a mono is likely to be the same speed or slower than the mono. There is plenty of data to support this. A couple of decades of data from the ARC rally are available, giving actual transit times in what is normally ideal conditions for the cat/tri. The heavy cat/tris are middle of the pack compared to the monohull fleet. The very light cruising cats and tris are on average faster, but not as much faster as you would think. The extremely light racing cats/tris are pretty fast, no doubt - but these are the boats that make the crew cut the handles down on their toothbrushes to save weight (true - not made up).

A configuration that might be intriguing for a power boat is the proa. One long and wider (but still narrow) hull and one narrow ama for stability. One engine, one rudder, wide enough hull to have engine accessibility. Still have a substantial bridge deck for accommodation space. In a sailboat, these have the inconvenience of having to reverse direction to tack ("shunt"), making everything more complex. You wouldn't need that in a powerboat.

 

[Hippocampus]

Would think fish boats are limited by the need for payload. Refrigeration, or fish hold weigh. Equipment weighs. So don’t see an ultralight as every being practical for a commercial fish boat.
However recreational boats don’t have the limitation. One can preserve a very reasonably quality of life forgoing much of the infill of current FD offerings. Weight can be lowered going with a smaller DC water maker than a high output AC unit. Better ventilation and insulation allowing smaller and lighter HVAC. So many choices big and small can lower weight.

Of course the more efficient the hull design the less fuel required for a given range . The better the design the higher the cruising speed allowing less need for extensive stores given less time at sea. You carry more stuff to go farther which means more weight and bigger engine(s) so more stuff and more weight. You chase your tail at some point.

Having done multiple rallies with cats on my prior boat and agree if of similar displacement passage times are always nearly the same. At least in sail displacement v dynamic LWL is key. Yes depending upon design two boats of the same LWL and displacement will consistently vary on their days work depending upon the skill of the NA. But the big variance is do to either weight(therefore wetted surface) or length.

Often wondered about small very heavy displacement boats. Some of these have had most remarkable voyages done quite quickly. Talking to owners of such vessels they say that type of design has a very comfortable motion at sea. Is very predictable. So they can carry more sail in higher AWSs. In short they are operating at 80-100% of their possible speed whereas unless your racing the rest of us are usual operating at 70-80% of the possible speed on average in order to improve our quality of life at sea. However, given on power we aren’t at a slant, aren’t limited by wind speed or direction. We can control our throttle and our speed within reason.

So given diesel prices will remain high and availability may vary Brian do you see the current crop of LDL power cruisers as a flash in the pan or where the long range power cruiser segment of the industry is going to evolve to. Of course given the limitations of hybrid or pure electric any mechanism to decrease propulsive power needs makes those options more viable as well.

 

[rslifkin]

Often wondered about small very heavy displacement boats. Some of these have had most remarkable voyages done quite quickly. Talking to owners of such vessels they say that type of design has a very comfortable motion at sea. Is very predictable. So they can carry more sail in higher AWSs. In short they are operating at 80-100% of their possible speed whereas unless your racing the rest of us are usual operating at 70-80% of the possible speed on average in order to improve our quality of life at sea. However, given on power we aren’t at a slant, aren’t limited by wind speed or direction. We can control our throttle and our speed within reason.

Depending on design, a slower boat may stop being slower when the conditions get tough enough. At some point, it's no longer about how fast the boat is, it's about how it moves, how much it beats up the crew, etc. Some designs will need to slow down more than others to keep the boat and crew intact. That concept applies to both power and sail, as either can develop unpleasant motions or boat damaging pounding when pushed too hard.

 

[CharlieO.]

https://www.yachtworld.com/yacht/19...n=YW_Saved_Search_Dynamic&utm_content=4252023

I kind of like this one. 43' and steel. Too bad we still need two staterooms.

 

[Adopo]

https://www.yachtworld.com/yacht/19...n=YW_Saved_Search_Dynamic&utm_content=4252023

I kind of like this one. 43' and steel. Too bad we still need two staterooms.

Man that is down right cheap. I wonder what condition it really is in?

43 ft 1972 Custom Vinette 43 Europa Sedan, Dovekie
$49,900

 

[Mako]

@Adapo, I think this answers your question

 

[Mako]

BTW, why is there a pillow strapped to the shaft? Is that to absorb any drips from the dripless stuffing box???