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John And his son sailed their lime green and newly built Goat Island Skiff (named GIR) in the event and it sounds like they have done quite well.
After the channel crossing they went around Shamrock Island (which was the long route) then headed for Blind Pass.
Going through there we saw a big school of redfish about 36 inches big that were probably spawning (they were stirring up the bottom).
Tomorrow will be a short day and we might just wait till the wind picks up before we set out. They missed the channel for Blind Pass and hit bottom, but the second time around they found the way in by staying close to the grass (10 feet off shore).
The first GIS Yawl has finished it’s first 200 mile shake down cruise up the Texas coast.
My right hand and shoulder were very tired, sore and swollen from sailing on starboard tack all day.
After we turned the corner at the end of the jetties a slow downwind sail to Magnolia Beach began. While the Goat Island Skiff is designed for more conservative sailing than this, it shows that with care small boats can be used for quite adventurous outings.  The things in favour of this event are that it is protected from the ocean by low sand islands most of the way, the water is very warm so little risk of hypothermia, except for the main channel and some of the bays standing water depth is not far away, and there are a lot of other boats in the event to keep track of you. The standard sail is a balance lug and it has several advantages over standard gaff rigs, particularly performance. However the Yawl Goats that have been built so far have had the two mast positions for the mainmast, so you can choose single or two sails when you actually get down to the beach.
Last year we had to row most of the time for lack of wind; this year the wind gods were gentler and gave us a Bft. Another lesson (well rather a confirmation) is that the GIS rows remarkably well for a sailboat. Last lesson learned is that the halyard attachment point midway the yard needs to shift up with each reef to ensure that the end of the boom does not drop off. Just wanted to email you a note to thank you for processing my purchase of the GIS plans so quickly. Were they outclassed because the skiffs were faster in light air and competitive in strong winds, or because the skiffs got faster than the scows in strong winds?
It strikes me that the skiff's ability to sink its bow and take on a decent displacement hull when needed means it can have a straighter run at the exit than a scow. I sailed Moths in the UK through much of the 1970's and was one of the few competitive sailors who sailed both skiffs and scows.
The Magnum also needed a more flexible mast than used on earlier designs and that took some time to sort out. Really flat lines aft are needed on a powerboat because the prop aerates the water at the stern, making the boat tend to squat regardless of the hydrodynamic forces. Paul Bieker's PT Skiff design gets criticized for being a powerboat that doesn't run as flat as powerboat operators favor. Unlike conventional post World War 2 powerboats, the PT Skiff does not have an awkward hull speed. I'm thinking that ties into our debate about the amount of rocker, with even the minimal rocker of the PT Skiff seeming wrong to people used to powerboats, less because of how it looks than how it acts. They were about the same speed when it was windy, but you have to know how to sail to keep a Moth upright in any wind.

Of course, the sort of squashed-pram scows Johnson and others built also incorporated the arc bottom, but both the sharpie and scow types compromised the lift they got from those sections with sterns that could deal with greater weight. For me, the lines of the Magnum bring together several strains in the evolution of the planing dinghy. Further to Richard's post about the Magnum Moths,I still remember the shock of visiting the Moth stand at Crystal Palace in 197? If you've carefully read what I wrote above, you already know that I think the tuck up in the run on scows limits them at high speeds.
I it's possible to point the bow up if you run them at the right speed, but they seem to rise more than squat. Boats like the one the two little boys are paddling get a trim board at the stern if they're powered up enough to plane. Could it be that the boats that squat are actually experiencing a lot of lift forward, which moves the bow up and puts the boat in an attitude that shortens the waterline, while the boat tries to go faster and digs a deeper hole until it jumps up on the bow wave? If that's what's happening, maybe the fact that the lift from the hull of a scow is so far forward is key. As for the theory that too much rocker aft sucks the stern down, I'm not really sure that happens. Towing a dink applies the forces in a different way, by towing from the stem you are controlling the amount of trim that the dink can adopt. Comet has a lot of reserve buoyancy in the flare, it was probably that which prevented her from being towed under. The moon rise was beautiful, the evening cool and a slow stream of people brought their boats into Army Hole as the sun set.
With a light wind and a adverse current we spent some time sailing along with some of the other boats talking about boats and other things.
Last year’s lesson was that I need new oars that are better balanced and with better shaped grips (those are still in the works with the shafts glued up and the ply for the blades cut out). We had some rowing to do, also facing stronger headwinds on some stretches, and she does do it quite well. Now I have ordered many mail order sheet plans before and that is what I expected to get from you. To get WoodenBoat delivered to your door or computer, mobile device of choice, etc, click WB Subscriptions. They were very fast when it was windy, but stuck in lightwinds which is why they were eventually outclassed by the skiffs.
People really took notice when John won a major dinghy event beating an 10sqm canoe over the line.
I suspect they get through the semi-planing speeds in different ways, with the first doing it much the way a powerboat designed for semi-displacement speeds does, with the water breaking cleanly at the stern and the boat not yet rising out of the hole, while the scow starts to rise while the water breaks less cleanly from the hull. Sailboats tend to be designed differently, in part because they need to move more easily at displacement speeds and in part because they don't have that aeration. Bieker is about the most successful living International 14 designer, and he wanted to put to work some of the things he's learned from planing sailboats on this powerboat. It looses about as much efficiency as the first boat due to the deflection angle from the vee, but loses less efficiency at the stern because of its straight lines. It looks to me like the advances in light construction made it possible to combine the shallow forefoot of the scow with the straighter run of the Fox type.
I see you are using the term sports boat to describe a planing keelboat, would that also take in boats that rarely plane, like the Soling?

The class had done their usual job of squeezing an unbelievable number of boats into a tiny space and in pride of place was the Magnum 1 painted the usual John Claridge pink.I tried a google search to no avail as I thought it might clearly illustrate just how different to a pre-war Fox hull the development process brought dinghy sailors. The question is not how this affects them at high speed, it's how much does it limit them at the transition to planing? Of course, they don't need to be efficient at low speeds, so there's no need to tuck the run up at the stern.
After all, the crews on scows don't move aft to get the boat planing, the keep it pretty level. Towing a miserable dinghy with a non-planing hull didn't seem to point the bow toward the sky, if anything it seemed to prevent the behavior seen in those long tail boats as they slowed for the bridge. When you towed the Comet and it didn't plane, did it point the bow at the sky, or just run along moderately level and dig a deeper hole?
But if Nick's theory is right, when towed at hull speed and power is added, the bow should stand up in the air, unless I'm misunderstanding him.
I broke out some of our comfort food and a group of sailors enjoyed it with some great conversations.
The arrival of the Puddle Ducks (smallest boat in the fleet) brought everyone out to cheer them into the harbor. With a light wind hard on the nose, the channel was not fun with lots of power boaters and barges making the water feel like a washing machine.
They local big box store can mix any color but the lime green on our boat is called Pucker Up.
People keep being amazed by the rudder system and many like the simple design with its good looks and well thought out details.
A trick picked up that is useful for very tight rowing waters in lighter winds is one oared rowing using the rudder to counterbalance the oar strokes. John did a couple of wider boats (Magnalium and the Magnum 4) but their wide sterns meant more WSA and the bows would dig in. It's a closer relative to the first design than the scow is, in part because it belongs to a type developed by people familiar with powerboats, but again, the angle of attack at the sterns of the Fox type dinghy and the scow differ equally from the powerboat. Of course, in a way it's an evolution of boats like the Comet, and arc-bottomed sharpie shape that was light for its day, but the stern is nothing like the Comet.
That's the point where squatting is a problem, and I just haven't seen scows squat at that transition.
The have transoms as wide as the boat, the lines are dead straight aft and the angle of attack is a planing attitude even while they are at rest. The wind was very blustery in the small canals we were sailing in on Saturday and the small sail area allowed us to sit in the boat against the coaming rather than at the rail having to move in and out constantly.
After we switched the wind increased and made it a lot funnier to surf the boat down the waves.
So a lot more relaxed, still going at a good pace (keeping well up with the fleet) but far more comfortable. For rowing under narrow bridges (especially since there is usually a lot of headwind underneath them), paddles are still very useful though.

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