Recent comments from Members

  • 16/04/2012 - 07:51
    Who said the Americas Cup had to be in slow boats?
  • 14/04/2012 - 18:29
    How does this stack up with Juan K's comment about a tactical pit stop?
  • 13/04/2012 - 11:05
    Thanks for your comments. Fatigue is certainly an issue and one I should have mentioned. I first remember John Shuttleworth bringing this up with regard to carbon structures on his trimaran designs back in the early 1980s...
  • 13/04/2012 - 10:52
    Fascinating article, no doubt prompting plenty of armchair reaction. Here's another I'm afraid. I've used over expanded Nomex in areas of high curvature in multihull hulls and have had failures, and now think it has no place in offshore hulls due to reduced sheer properties in the expanded plane. I'm not a great fan of nomex in any carbon offshore hull as we found to our cost in early multihull carbon structures. The structural package is just far too brittle and unforgiving. The V70 hulls could be made far more durable by banning honeycombe cores and instigating a minimum core sheer value without detriment to the yachts performance. Perhaps it would add 400kg to the hull weight, but so what? It would be the same for all. We can cope with rudders and rigs failing, but I thought the days of chopping up bunks was history. Its unfair to blame the crews as they have no idea where the design limit resides - nor do the designers as who knows what wave awaits them in the dark?
  • 13/04/2012 - 10:08
    Hi, great article! I am an engineering student at University in the UK. Thinking about these breakages, and also other failures, such as the mast of Jeremie Beyou's IMOCA 60, and I was wondering why nobody seems to mention fatigue? Recently I was shown a variety of failed components none of which had failed whilst under an excessive load. A large load, or series of, had been experienced by the component at some point during its operational life causing damage to the component structure which lead to its failure much later when under a far lesser load. Clearly the use of ultra sound and x-rays to try and check the composite structure for cracks aims to identify such internal damage before failure occurs. However, the pattern of events seems similar. The Volvo race has been very tough on the boats, a large percentage of the course has been upwind with repeated rough sections resulting in repeated heavy loading. Is it really a surprise that the boat's structure is tired? Thinking again about Jeremie Beyou's mast, how often does a component fail and in the following write up we hear how much the component has already endured. As Jeremie commented 'This mast had sailed around the world already and was very solid'. Some failures, such as Puma's dismasting in leg 1, are not caused by fatigue, but by other factors, such as an error in construction. However, I would like to know why fatigue has not been mentioned, when the Volvo failures seem to have all the history that you might expect to lead to a fatigue failure.
  • 13/04/2012 - 05:11
    There's no way back mate. But maybe designers will be more conservative and apply some flexibility in the hulls. The stiffness increases the loads immensely, and especially in the forward sections. It has been proven on rescue power craft that carbon is too stiff and that old glas & poly, albeit heavier and sloppier, is more durable.
  • 12/04/2012 - 09:39
    There's one common thread in all this, CARBON! Too stiff, too light. Let's go back to Kevlar and foam and titanium?!
  • 12/04/2012 - 09:08
    These cats are so tippy! Who designed the bottom seeking bows?!
  • 11/04/2012 - 20:05
    Great spectacle but seriously, Americas Cup ?, I don't think so.
  • 11/04/2012 - 20:05
    Great spectacle but seriously, Americas Cup ?, I don't think so.
  • 10/04/2012 - 12:14
    In response to: Hartley Rebel video
    The crew is the ugliest chick I have ever seen!!
  • 10/04/2012 - 11:16
    several clases, including Seascape18...
  • 07/04/2012 - 21:31
    Anyone else notice oracles `L` foils in the competition winner bit!
  • 05/04/2012 - 09:42
    Totally agree with strongarm. This race has become a bit of a joke. Only two boats left sailing in this leg - and one of those stopped for repairs. Legs interrupted by shipping stages and half-delayed starts. No boats have finished all the legs without stopping for repairs - I thought we'd done enough of that the first time with the VO70s! Only six starters doesn't help either. I suppose the next race will go through the Suez and Panama canals so they can join up all the best marketing stopovers without having to risk real ocean sailing.
  • 05/04/2012 - 07:25
    From someone who was in Santander: The boat winning the races most often was the Mackay FX. The Aura was never the fastest, even when the most competent (lease incompetent) MNA sailors were on board it was always in the last 4. On the final day, there was a race between the FX 'team' sailors Molly and Alex on the boat they know very well and a couple of male Spanish 49er squaddies on the other FX. The guys won convincingly...
  • 04/04/2012 - 19:33
    Ahmen brother!!
  • 04/04/2012 - 19:05
    I am all for pushing the boundaries, and all for trying to improve an event, but lets be honest, this edition of the VOR is turning into a farce. legs finishing at 'secret ports' then being loaded onto container ships, mini start legs for the sake of the media, boats that are not up to the job. Every leg has been affected by at least one boat being damaged resulting in them in retiring or not starting the leg. Back to basics I say and to the Southern ocean and boats that are built to last.
  • 03/04/2012 - 07:04
    Which boats didn't come from production moulds?
  • 31/03/2012 - 08:45
    From Ross Hobson's comments - how very different these trials were compared to the IYRU "A" & "B" class catamaran trials in 1967 (when the Tornado was selected as an International class). Back then, the restriction was to one boat per class and performance over the entire trials, including reliability, was the defining measure. It was simple but effective, as the success of the Tornado would prove; a success only halted by the stupidity of ISAF in eliminating a multihull from the 2012 Olympic regatta.
  • 31/03/2012 - 08:44
    From Ross Hobson's comments - how very different these trials were compared to the IYRU "A" & "B" class catamaran trials in 1967 (when the Tornado was selected as an International class). Back then, the restriction was to one boat per class and performance over the entire trials, including reliability, was the defining measure. It was simple but effective, as the success of the Tornado would prove; a success only halted by the stupidity of ISAF in eliminating a multihull from the 2012 Olympic regatta.