The KHSD 63 catamaran recently made the evening news while safely leaving Oceanside harbor in dangerous waves. Pictures at http://boatinglist.com/openblog/wp-content/uploads/2011/10/Profligate-Latitude-38.jpg . The story is at http://www.latitude38.com/lectronic/lectronicday.lasso?date=2011-09-02&dayid=#.TpXejJua-J4
The newscast video does not work I see. But another serene video of Profligate in calmer seas. http://www.youtube.com/watch?v=ae4TQTSRfiQ
I assume most people know about Matthew’s great construction pictures of his 28’/32 ‘ powercat. But just in case… http://cadanoche.com/gallery/main.php?g2_itemId=1571 which also includes Bill Anderson’s cat.
Also how to vacuum bag a board http://cadanoche.com/gallery/main.php?g2_itemId=15084
The motor mount attachment screws really chew up the composite boat part of the motor mount. I found what seems to be a solution. I stuck on some adhesive Treadmaster Grip Pads that are used to make stairs non-skid. www.tiflex.co.uk . I got them at Fisheries Supply
Earthwise showing their resourcefulness here. Since they had no dock at Port Bell, why not use the containers that the Amani came in? Nice. Has anybody told HanJin?
I finally got my power proa and its trailer painted properly with 2 part poly. Some of you might recognize the main hull as Magic Hemple’s ama. (a ride is a ride…you get them where you can) The ama is (2)1 mm CM birch plywood. 80 lbs all up without motor. The 4 hp Mercury 4 cycle pushes it at 13 knots. I calculate that it gets 18 MPG at full throttle. I used to car-top it with the Honda Accord, but the truck I drive now is too tall, so trailer it is. I’m not good enough to sail a proa, but they sure make sense as a power commuter.
My friend Eric Greene has his composites book available for download at no cost at
http://www.ericgreeneassociates.com/images/MARINE_COMPOSITES.pdf
Its a little more technical than an in-the-trenches constructional manual. Where else can you find the various kinds of sizing in fiberglass?
I first met him at one of the MACM conferences in Melbourne, FL. Most of his work that I am familar with concerns performance of composites in fires. He does a lot more than that also. See http://www.ericgreeneassociates.com/
James Betts Enterprises, Inc.
3301 T Ave.
Anacortes, WA 98221
360.299.2311 (ph)
360.299.2330 (fax)
geoff@jbeinc.com
www.jbeinc.com
Westerly Marine
3535 W. Garry Avenue
Santa Ana, CA 92704
Attn Lynn Bowser or Steve Lee
(714) 966-8550
Townsend Bay Marine
919 Haines Pl.
Port Townsend, WA 98368
Paul Zeusche
(360) 385-6632
Dencho Marine
1517 W. 15th St.
Long Beach, CA 90813
Dennis Choate
(562) 432-3487 office
Schooner Creek Boat Works
3255 N. Hayden Island Drive
Portland, Oregon 97217
Phone 503-735-0569
Fax 503-289-7444
E-Mail info@schoonercreek.com
Little Hoquium Shipyard.
Howard Moe
360-358-1622
www.littlehoquiamshipyard.com
Let me know if I have missed anyone.
This new 37′ daysail catamaran has been designed for day sailing; at 60 degrees north. Construction is foam/glass.
Lots of interesting articles in it. KHSD got a line on page 97 where Mark talked about scaring himself on his KHSD 30′ x 30′ trimaran. I’m honored that I got to be mentioned in the same article with all the multihull rockstars he hangs out with.
I did go sailing with him on that tri once. Windward side of Oahu. Leaping fully off of waves going to windward and reaching at way over 20 knots. They did indeed rage as they called it. I do have video of that sail; when I dared bring the camera out of the cabin. I am surprised that the video camera survived. I will convert the VHS to mp3 and post soon.
I have never given the professional license much thought. Once every few years it comes up though. It just came up for a second time this year as a builder in the Middle East needs a PE stamp on the plans. In general, the less the governing body knows about the boats, the more likely they are to demand a stamp. Stamped plans are the refuge of the inept.
I have thought about sitting down and taking the test cold. There is no aspect of it that I do not know inside and out, better than anyone I know.
My friend Eric Sponberg did and passed. The requirement that one however first take the college science and math test, stops me. I understand that if you are out of school for a while, months of study are required to pass that prerequisite test. I don’t have months to waste.
So, I have several thoughts on this.
First, on previous occasions where stamped plans were required, I heard about it after the customer contacted a famous Naval Architecture firm with licensed PEs. On every occasion, the PEs had no idea what to do so they retained me to verify my own design. Cool. On at least one vessel, the fee (not my fee) cost several times the cost of the original plans.
Next, most of us know what we are doing. Or enough of us know enough. (I do see some bad, bad laminates out there still.)
Could you imagine some bureaucrat telling Newick that he needs to prove he knows how to design a boat? Apologies to Pete, but the best people I know in this field are not PEs. David Jones, my structural engineer, is the best there is. Period. He’s not one. Nigel. Go down the list.
In my experience, most licensed naval architects in this field don’t know first ply failure from….whatever. That came in sharp focus when I was an expert witness in a court case. Opposing counsel asked if I had a professional license. After saying “no”, it occurred to me that the things that define a modern multihull design practice didn’t exist when I began this. A license test then didn’t even know about hull lines software or 3D CADD modeling. I was among the first to use them. The same is true for advanced composites and even epoxy. Naval architecture didn’t even know about them. What about the loads on multihulls? Naval architecture had no idea. It may now, but they learned it from us. In the late 80s, I got the USCG to adopt a rule to design to, with the help of then congressman Miller. We were there first.
It’s a damn irony to now have a bureaucrat use our work, including the rule I chose, to decide if we pass or not.
