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Hey thanks, Carl. I'll go find a copy of the book.
As for spinning props, intuition tells me a locked prop will create less drag than a spinning prop. In addition to intuition, I had toy helicopters as a kid. A "chopper" with locked rotors dropped like a stone. Allowed to spin freely, the rotors allowed something of a "soft landing" for the larger machine. That suggests resistance, at least to me. I've the perfect solution, at any rate, which is to tilt the outboard up out of the water while sailing.
Drew wrote:
A question I do have is, what does it take to double dismanst a ketch of this size, while also "crushing" the hatches? I can only imagine the monster wave that must have broken on top of the vessel.
Drew, one 360-degree sideways rollover will do it. Or one good pitchpole, when the boat cartwheels stern over bow and then twists upright.
As for "crushing" the hatches--beware of news reports. Most journalists have no idea of the proper terms.
There hasn't been a lot of information about the mishap. Was the vessel scuttled? I did read that one of the rescue vessels was a Chilean Navy tug. Perhaps info will be forthcoming after Mr. Barnes has a chance to collect himself.
According to the ABC phone interview with Ken,
Just as the ketch rounded up on a huge swell it was hit by a 25ft breaker from the side, which rolled the boat and took down both mast and everything he had on deck.
Ron
Glad to hear he's on dry land now. Here's a story of a gent who navigated Cape Horn on a Pearson Electra (another fine Alberg design that was the predecessor to the Ensign).
RonE58 wrote:According to the ABC phone interview with Ken,
Just as the ketch rounded up on a huge swell it was hit by a 25ft breaker from the side, which rolled the boat and took down both mast and everything he had on deck.
Ron
A few years back a couple of private outfits, and I think the USCG as well, did some tests. Their findings were in agreement that a breaking wave with a height of 3 or more times the beam of the boat will cause a rollover. The wave MUST break over the beam.
I think the question that needs to be ask in this case is WHY did that boat round-up on the swell? Was he on autopilot, windvane? Was he holding an unsafe course based upon the waves? Was he even in the cockpit?
All accounts of heavy weather, heavy seas explicitly mention the necessity of precise helming such that the waves whether following or met are met at the proper angle. Then usually some slight adjustment must be made until just before meeting the next. The result is a slight zig-zaf course through the water.
A side note is that the fuller the keel the less precise the timing and correction must be, and with a very barrow fin it becomes almost impossible at some point of 'heavy'.
Tried this in 8-10 footers in the CD-25 and it was indeed tricky and required some concentration...make that a lot of concentration!<grin>
Didereaux- San Leon, TX
last owner of CD-25 #183 "Spring Gail"
"I do not attempt to make leopards change their spots...after I have skinned them, they are free to grow 'em back or not, as they see fit!" Didereaux 2007
Without a doubt, the job of rescue-at-sea remains one of the most dangerous and demanding. I saw a lot in 23 years serving in the capacity of search and rescue small-boat coxswain, conning-officer, ships navigator and senior assistant-controller at a Rescue Coordination Center.
The bang an individual gets for his or her tax dollar for these and non-emergency services couldn't be paid back in a lifetime. Maintenance of aids-to-navigation alone often demands 12-16 hours a day.
And it's amazing how many resources come into play when you're in trouble. Light off an epirb or send a distress message, and the number of resources available to Coordination Centers boggles the mind. We used Police, U.S. Marshalls, Sheriffs, FBI, DEA, Navy, Army Special Forces, Para-rescuemen from the elite units of the Air Force, Civilian small-plane pilots, Marine helicopters and fixed wing jets and merchant vessels willing to divert from their shipping-routes, sometimes for days at a time.
The resources cranked-up based on case severity, nature of distress, information reliability or unreliability, reporting source and time lapse since the individual was last heard from. And those resources stayed deployed until relieved - often in very challenging weather conditions - or until the case got stamped "Successfully Completed" or "Suspended Pending Further Developments".
Here are my thoughts on sailing independence. I singlehanded for about 13 years - mostly in inland or coastal waters. I sailed with the best ground-tackle I could afford, rigged and ready to deploy within seconds, fathometer, knotlog, superb and well-calibrated compasses, up-to-date charts (and kept up to date through NTMs and LNTMs), well maintained sails and engine, lots of ongoing training, common-sense, superb physical and mental conditioning tailored specifically for sailing and complete responsibility for my actions. Notice I said nothing about a radio.
Were there times when I might have called for assistance - yes - but I'm glad I didn't. Somehow, I always pulled through, using my own resources. My philosophy was that I had better be properly equipped, dressed for the weather and capable of handling any situation that arose. I sailed all year long in Chesapeake Bay. My sails were my main propulsion unit. My anchors and ground-tackle served as my insurance policy. And my engine was my auxiliary propulsion unit.
I learned sailmaking so that I could care for and make my own sails. I made my own lapper, storm jib, installed mainsail reef-points and did my own sail-repair. I meticulously maintained the little Yanmar diesel, following the maintenance schedule in the manual. The guy who bought my Cape Dory 27 asked when I had installed the new engine. I told him it was 6 years old and his jaw dropped to the deck!
Now, I'm about as mechanically inclined as a one-arm paper-hanger with 5 thumbs. That doesn't stop me from learning what I don't know (and there's a hell of a lot I don't know!) I just have to buckle down and learn it. And ask a lot of questions, stay open-minded and use good advice. I read the best authors in the business - Mr. Vigor included - along with Rousmaniere, Calder and others that have been-there done-that.
So where am I going with this? Sailors are known for being independent. That means taking responsibility for our actions. If you go out, don't count on being rescued. We have to know our individual capabilities - our limitations. It's o.k. to dream. Just don't do it until you're ready. There are plenty of ways to get ready, and they can't be purchased at West Marine. In my humble opinion, I'd recommend a healthy dose of experience, hard work, preparation, practice and study...
RonE58 wrote:According to the ABC phone interview with Ken,
Just as the ketch rounded up on a huge swell it was hit by a 25ft breaker from the side, which rolled the boat and took down both mast and everything he had on deck.
Ron
I think the question that needs to be ask in this case is WHY did that boat round-up on the swell? Was he on autopilot, windvane? Was he holding an unsafe course based upon the waves? Was he even in the cockpit?
I read an AP account today where he said he was down below when the wave hit. He said something to the effect of "otherwise he wouldn't still be here."
