Forum Replies Created
I just remembered to email everyone about this discussion. Expect some more input soon.
FYI, I have had some discussions with the LYRA committee at National YC. They would be happy to have us, and have free crane with trailer storage.
With my setup, if I lay my trailer tongue on the ground, I end up with about three inches of clearance when the rudder is dropped. The shaft is around three feet long or so. I make a habit of removing the rudder every winter and storing the rudder in my basement…no chance of popping.
Bruce, I appreciate the thinking you have put into this. It sounds like a good plan…I just have doubts that we could get enough boats to commit to it. I am going to send an email to everyone who has participated in the last few years, asking them to chime in.
I am, however, confident that if it was hosted at LYRA (National Yacht Club in 2012, in the heart of Toronto), we would see around 10 boats.
Chris, can you send me a pic/drawing of your gin pole setup? It would be good to have it archived here on the site. I attempted one this spring using a 15 foot pole, and it did not work well. On our dry run, we could not comfortably get the butt end down with the hoisting line at the 14.5 foot mark on the mast. Having the extra 6 feet on the pole would have made all the difference, I think.
Do you think the ugotta people would be willing to play with us, and have a few days of course racing for our fleet? Or, is there any way we could get our own course racing going somewhere, starting on the Tues (I am always optimistic) or Wed?
There are two big factors I see in play here. First, is logistics. ALL boats would have to travel in. We had a hard time getting fairly local boats to travel to Oswego, so I am not sure if we can make a trip to Sarnia happen. Then, we would need the shore crews to shuttle the trailers around.
The second big factor is time committment. To trail the boats in, commission, sail the mac, wait a few days for the ugotta, race the ugotta, decommission and haul home, it is approaching a two week committment. This will be a tough sell for the families, even with using Mac Is as a lure.
I am definitely hoping to do one of the macs next year, regardless of the NA’s. Might have to give up some other events, though.
Bruce, think you would be able to help organize some course races somewhere up there after the mac????? You would have to get out the grinder…
Personally, I would rather do the cove course, but really don’t want to carry a raft.
Most clubs that host lyra have their own hoist facilities, so those costs are minimized or eliminated.
I would love to have the PH-Mac as our distance race, with courses at Mac or PH beforehand. But, the liferaft would be an issue for the majority of competitors.
Wow. The amount of insightful and scintilating conversation is too much to comprehend. Lets keep it down to a dull roar here, people.
As I am sure you have figured out, simplifying the foredeck for crewed vs shorthanded sailing are completely different. For instance, a SH sailor would probably not want to launch out of the forward hatch, whereas most (all?) competitive crewed boats do.
My boat is set up as simple as possible for fully crewed work, and that includes having the downhaul at the base of the mast. I think we have only skyed the pole once or twice in the five years I have owned the boat. Are you tweaking down before the gybe? If the downhaul is forward, it has to be adjusted for every guy adjustment. Yes, it is much stronger if you have it forward, but not as simple.
In my opinion, the single greatest thing that any boat can do in order to speed up the mast/foredeck team is to carry the pole on the boom. It makes life so much easier not having to worry about if the sheets are over or under the pole. Once the team is used to using the setup, they should be able to windward douse at two or three lengths, stuff the pole and be ready to tack a length past the mark.
All of my headsail halyards are cleated forwards…genoas on the deck behind and to port of the mast, spinnaker on the starboard mast. Downhaul at the deck behind and to stbd of mast, uphaul on the starboard lower part of the mast. Everything within reach for the mast man…NOTHING, and I mean NOTHING comes back anywhere near the cockpit or pit. The divide and conquer theory works well on these boats…keep adventureland members in charge of their own domain.
Respectfully, I think you miss the point Jason. Historically, the Olson 30 OD has been a bit fluid. When weaknesses are found, solutions are sought. This is how we came to endorse elliptical rudders, multiple rigs, BOD’s and straps. I draw your attention to a few spots in our constitution:
ARTICLE II – OBJECT
The object of the Olson 30 class Association shall be to promote the development of the Olson 30 as a high performance sloop and to promote Olson 30 class racing. Inherent in this Association is the belief that the value of this class lies in its desire to keep the Olson 30 keenly competitive in all types of racing.
ARTICLE III – POLICY
It shall be the policy of this Association to:
B) To recognize that yacht racing is dynamic, not static, and that, within the limits of this Constitution, owners shall be encouraged to develop and modify the Olson 30 as new equipment becomes available.
C) To develop an attitude of cooperation and exchange of ideas so that the Olson 30 can remain at the head of any fleet of racing yachts.
D) To keep the cost of being competitive in both handicap and class racing at a level which will enhance the enjoyment and value of all Olson 30 sloops.
E) To protect the investment of all owners of the Olson 30 sloop by a vigorous development of a strong Class Association.
I am also lucky to have a pretty stiff platform, but several boats do appear to have some flex issues. Of course, this can be expected in old fiberglass boats. But, it is an identified weakness in our boats, that can potentially be remedied to an extent, and quite possibly without excessive costs. Nobody is asking for a boat that is as stiff as a new carbon boat, but we have an opportunity here to slow the inevitable degradation of our boats, and to maintain whatever value we still enjoy.
I understand that the association account is not rich, but there is money sitting in there essentially doing nothing. I believe that hiring someone to make recommendations is a very worthwhile investment, one that our prior members would probably endorse, and that current and future members will reap the benefit of.
That being said, it would not take a NA long to indicate if there is no hope. But, it would not hurt to ask. There are a couple of good guys up here on Ontario that we could get involved, and of course there are lots in California.
I don’t have any pics, but it is legal to have boards between the chainplate bulkhead and the v-berth bulkhead. Here is the verbiage from the constitution:
Fore and aft stiffeners or stringers are allowed only in the area between the cabinets and the aft end of the V-berth on both sides of the hull, extending upward from the hull, no higher than the height of the v-berth. The material should be of plywood, similar thickness and strength, and fastened in keeping with the existing construction method. The bulkhead shall not have cut outs other than a half (1/2) inch weep hole at the aft end to allow for water drainage.
I am sure a rod would help, but I still think having a NA’s opinion would be valuable.
I have posted a full report on the front page.
After a tough and expensive day all around, Old School has defended her title again. I will complete a more extensive report in a day or two, but Old School was able to close with a pair of bullets. O’Naturel won second, and Panther third
More to follow after our delivery home.
So, going into the last day of racing, we have Panther leading with 10 points, O’Naturel with 11 and Old School with 12…exciting final day!
Old School by a nose
It was much quicker than anticipated! I have posted a report on the front page describing our adventure.
It looks like Old School will be racing with five, so you won’t be alone…
With the generous support of the Association, I have ordered some regatta hats for our fleet. I will have 45 available at the awards ceremony. I don’t have the final bill yet, but they will be less than $10 each. Be sure to get yours… I certainly don’t need them all!
Monday July 23rd is the early registration deadline for LYRA to receive the discount and free friday dinner. Also if you are interested in the Caribbean Feast on Saturday, August 4th tickets can be purchased on line at http://www.lyra2012.org. Click on “Registration” then “pre-order dinner and drinks”.
They have posted the splits for the IRC fleet now. My IRC fleet would be a pair of Beneteau First 10R’s (IRC 1.004 and 1.013), a Beneteau First 30 (.994), a pair of J35’s (1.021) and 1.012) and a Thomas 35 (1.027).
Compare that to the Catalina 42 (PHRF 111), Beneteau Figaro (102), pair of C&C 35’s (123) and an Express 35 (114).
Neither option would be considered ideal. I think I will flip a coin.
It would appear that the IRC rating is comparable to a 105 PHRF, so pretty close to being in line.
Update… Panthers IRC endorsed rating is .981. This is pretty much in OD trim, 7 crew. This is the provisional rating the organizers would allow me to race at with my five crew. This would indeed place me as the slowest IRC boat, with the next slowest being a Beneteau First 30 at .994.
The IRC fleet is a mix of racer-cruisers, with a Mumm30 and a OD35 thrown in. My PHRF fleet has me, a Beneteau Figaro, an Express 35, a couple C&C 35’s, and a Catalina 42.
Which fleet would you rather race in?
@ Allen…both Skip and Jonathan Nye are looking for help. You can PM them
Old School will be Cat 3 (no raft) compliant for the Freeman.
(soft) Vang – 4mm (maybe 5) robline dinghy control
traveller – 8mm double poly
backstay – dux/spectra of varying diameters depending on how deep in the cascade it is. Final tune is 1/4 double poly
Yes, that is the plate that most of us have. The stock garelick mount has to be modified, as it is designed for a vertical transom. (see attached pic for the issue with a non-modified mount). I had a machine shop make an angled plate that connects the tangs to the motor plate.
The mount in the original image has very long tangs… much longer than mine. I wish mine were longer…does this qualify as tang envy?
Tapering is, imho, a worthwhile “investment” for light spin sheets. Other than them, tapering is a luxury, albeit one that I use. I do all my own rigging, and tapering is quite easy.
Tylaska’s??? On an Olson???? Now that is overkill. I only have one shackle on running rigging on my boat…on the spin halyard. Genoa halyards are mundlized versions of soft shackles. All sheets are tied.
Here is my current lineup:
Primary genoa halyard – 8mm endura braid stripped (from Milwaukee rigging, as Bruce said)
Secondary genoa – 6mm samson sk8 (from roscoef on ebay…doesn’t carry much tech stuff now)
Spin halyard – cheap 8mm double poly. I actually like a touch of stretch in my spin halyards. Maybe I am nutz though.
Topper – 6mm double poly. Will be stripped 4mm samson sk8 when I get around to leading it, just because I have it (old secondary genoa halyard) and it will be lighter than the poly.
Foreguy – scrap of old 8mm poly I had laying around. My sweet bridles have long spectra leaders, so the poly is actually only about 3-5 feet from cleat to leader.
Genoa sheets – 10mm EZ-Feel from Pride Marine, which is a spun poly sheet. Very easy on the hands.
Primary spin sheets – 6mm flight line. LOVE this stuff. from jimyoungsailing.com, but they are out of stock now.
Heavy spin sheets – 8mm maxbraid. Seconds from hall spars…made to wrong length for another client. Only used them once, because the flight line is sweet.
Main sheet – 8mm Bzz. Salsa is suggested by most sites, but I honestly can not see its advantage in high ratio systems. Particularly when it is double the price.
The lengths that Bruces listed sound right. My spin sheets are significantly shorter than 75 feet, though, but we always launch and douse from the forward hatch. They are probably more like 60 feet. But, as Bruce stated, it is very hard making a line longer.