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Published 03.03.2015 | Author : admin | Category : Sailing Skiff Plans

I think most of us could agree that there a very few of truly optimized packages out there. I would be interested in fuel consumption vs livable space vs price tag of drive train (thus boat).
For this we need to build and test full sized boats -- easily an order of magnitude more costly and time consuming than the tests I proposed. Actually I think lots of people would love such figures ASM, but testing full-sized boats is never going to happen without a grant from Bill Gates -- at least not with new hulls in a side-by-side comparison. Location: Cathlamet, WA Wow, this thread is zooming along faster than I can read, it seems. The fellows who built the boats and did the side by side comparisons are no longer living so I can not clarify details. The point I wish to leave with is that these results were not the theory of some engineer about what the shaft angle should be for maximum efficiency, it is actual real world results that indicate you do not need to worry much about not having a zero degree shaft angle. Stern pickers built after the early 60's were modeled on planing rather than the displacement hulls. Maybe, but without the tunnel section we would be testing an original Seabright skiff, not a tunnel-stern version -- and it's the tunnel-stern boats most people have an interest in. Location: cruising, Australia Ken, are you looking at the hullform I sent (did you get it) I need an idea of the monetary contribution necessary? Location: Gulf Coast USA What hull style should we use for the second boat?
While our theoretical discussion is very interesting and I enjoy it tremendously, I think I have come to a conclusion here.
6- By running Phase 1 tests with virtually identical inboard power systems, we will learn which inboard powered hull is more efficiently driven in a variety of different sea states. 7- In addition to efficiency comparisons noted above, I will also report on the handling and performance characteristics of both boats when launching, beaching, accelerating, decelerating, turning, driving hard into a chop, and more.
8- Since I forgot to include fuel in my last budget it was too low at only $700, so my new budget is $1000. Don't worry, I won't be disappointed if no one wants to discuss this project with me any more. I know my testing scenario is not perfect, but I still think it's as good as it gets for such a low budget. Assuming anyone is still with me here, I would like to suggest that the next topic in this thread be: What hull style should we use for the second boat?
By the way, please suggest hulls that are fast and easy to build in plywood with as few panels as possible, just like the first hull, thanks. Yes, the builds will be minimal to insure hull shape, stiffness and strength, so no cabins or other extras -- in fact nothing other than what is absolutely necessary for the boats to hold their shape and not capsize, swamp, flex too much, or break apart at speed. The hull originally done by William Hand and modified a bit by Weston Farmer and later by Harry Bryan as the Handy Billy has a reputation as an easily driven hull in the speed range we are considering. Poor pensioner that I am, I will pledge $100 to the testing and increase it if not enough is gotten from others.
Use one hull only, and move a horizontal axle sail drive (or something similar) to two places in hull keel line. Location: Flattop Islands It has seemed to me that most of the ballyhoo regarding the purported efficiency of the Atkin tunnel stern hull is based on claims by Rob White concerning his modified Atkin designed Rescue Minor.
As Billy and John didn't often publish displacement figures it's hard to know what their intention might have been without modeling and running the calculations on candidate hulls.
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Your stringers are inwards now you have to someway find amp way to slash your plywood to match perfectly with the sides.
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And how do we measure the fuel efficiency of two dissimilar hulls *AND* two dissimilar engines?
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