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Frank — Fri, 07 Dec 2007 20:27:55 +0000

Buy Lamisil Without Prescription, Author Annie Hill, whom we met while berthed in New Zealand, praises the Maggie B in this article in the December 2007 issue of Yachting World. You can read a pdf version here, Lamisil without prescription, Lamisil steet value, complete with photos of the crew and the Maggie B.

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Frank — Wed, 07 Nov 2007 00:28:53 +0000

This morning brought a new surprise. On his watch, Robert collected about a dozen inch long pea green round tubes, and asked me what they might be. My first thought was some strange sort of chewing gum pieces. On inspection they proved to be the inner rollers of one of our Lewmar main sheet blocks, which was spitting them out. We rigged a replacement block and were able to replace all the rollers in the original. Situation solved? Nope. Two other similar Lewmar blocks proved to have far less than their full compliment of rollers. Hopefully Lewmar will sell us some replacements and we can get them to Chile with our crew change at Puerto Montt. #@$%!!& Lewmar.

You can read the rest of this post here...

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Frank — Sun, 10 Jun 2007 00:16:43 +0000

The Maggie B is often out in big seas and big winds. One area of concern for any sailor who goes in those conditions is "broaching," where the boat is going down wind and down wave at high speed and twists sideways to the wave and capsizes, often with the lost of rigging and sometimes with the loss of life and the boat. The Maggie B has always felt quite stable in such conditions. I was particularly interested in the impact of the use of the centerboard in "big weather." Standard practice is to raise the c/b when off the wind, but I have always found that the additional stability from having the c/b down seemed valuable, both for crew comfort as well as keeping the sails steadier. The danger is that in some boats, the c/b can cause the boat to "trip" and can bring on a broach.

I asked designer Nigel Irens his considerations on directional stability and broaching in designing the Maggie B, and below Nigel writes:

I think the first thing to say is that in the interests of helm-balance sailing boats tend to have the deeper parts of their hulls placed in accordance with the distribution of sail area down their length in order to balance the helm.

A schooner, for example, which has its mainsail aft will always have a deep heel to the keel and a fairly shallow forefoot, whereas a ketch will usually have a deeper forefoot but the heel of the keel will be less deep.

If you consider directional stability without any sail set then it's easy to see that the schooner would be the most directionally stable downwind - simply because the undercurrent of a breaking sea is less likely to get a 'grip' on a shallow forefoot. At the same time the long sternpost (and consequently longer, more efficient rudder) will have tendency to stop the stern trying slew and 'overtake' the bow (which is what broaching is all about). This analogous to a dart or arrow - the flights want to 'trail' back and so keep the un-flighted end pointing downwind.

In Maggie B's case there was another characteristic built in which I hoped would help limit the tendency to broach and that is that the entry of the waterlines forward is fairly fine, which means the bow has more of a chance of passing through the back of a wave without to much resistance. If the front doesn't slow down too much this again limits the tendency for the back to try to overtake it.

You couldn't choose to have fine waterlines forward if the weight of the boat was also too far forward - otherwise she would trim down by the bow. In our case the weight is moderately far aft but the forward sections are quite 'U' shaped so that for the weight they carry (i.e. the immersed volume) neither is the forefoot too deep nor the waterlines too bluff.

I was very pleased to see in Antigua last year that for a boat of her displacement the relatively fine waterlines mean that she is not stopped too easily when pitching into a sea - she seemed quite eager to get on with going up wind. That was a slight weakness in my ROXANE design - although the static waterline (design waterline) was relatively fine the waterlines higher up the freeboard were were progressively bluff and the boat does get stopped a bit as these enter the water. This happens when her natural pitch frequency is excited by the coincident 'rate of encounter' of seas advancing seas, which is in turn a function of wavelength, wave height, boat speed and the angle at which waves are encountered.)

Sometimes a boat will be stopped upwind by an unusual sea and so the helmsman will bear away a few degrees (and maybe crack off the sheets) to break her out of that resonant pitch frequency into which she has fallen. When the speed has picked up and the frequency broken again she can probably be nudged back on the wind a bit more. Most people who sail a lot do this instinctively - especially if they are often on the same boat and so get used to her ways. (I imagine you can keep Maggie going with your eyes shut these days !)

Coming back to your question about whether to use the centreboard downwind or not I think you are bound to try different ideas and see what happens. If she was a ketch - with the centreboard well forward I'd say leave it up as it could cause directional instability - or even exaggerate a tendency to broach, but as Maggie's is well aft (like her sailplan) then she may be more steerable with a 'pivot' to steer around. It's hard to say. One thing is sure and that is that I think a schooner will always be best in very strong following seas because of the above-mentioned 'dart' shape, but the most reassuring formula must be a schooner with main furled in strong winds so she is being 'pulled' and not 'pushed' from behind.(Try pushing a pencil across your chart table rather than dragging it !)

Not much actual science here I'm afraid, but I hope it helps....

— Nigel Irens, Ashburton, May 2007

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Frank — Wed, 20 Dec 2006 00:42:21 +0000

North Sails Atlantic has been building schooner sails for over 25 years, for boats including Bluenose II and Highlander (formerly the Mayflower, built in 1922). The sails for Schooner Maggie B use laminate sailcloth and a unique sailplan to achieve a success in sailing dynamics for schooners. Frank Blair challenged some of North Sails' concerns on the overlapping foresail, which resulted in North Sails' creating a unique sail that produces excellent windward performance.

The boat's designer Nigel Irens stated about the sails "I'm very conscious that if Maggie B seems to go well, then a good slice of that is down to you guys ...Those sails are just fine!!"

The sails for a schooner rig have evolved along with the sailmakers' craft. Traditionally a schooner would have upper and lower sails set on two masts and forward stays. This was done to improve sail handling and performance in various wind speeds. The lighter upper sails were used in fair and light winds, the lower or working sails for strong winds.

By contrast, the three working sails on Maggie B have a radial panel layout, meaning that pie-shaped panels of cloth are cut by laser plotter to specific shapes and aligned in the sail to conform to the load in each section. The four sided mainsail and foresail have over 40 panels each.

Maggie's two masts are made with carbon fiber so the sailplan concept for Maggie B was to combine the upper/lower sail area to produce three sails, large enough to power the vessel in light breezes, but with reefs that would effectively reduce the sail area for stronger winds.

In keeping with the idea of a "fusion schooner" the selection of sailcloth was important. The sails are made with a Spectra Gatorback™, a laminate, made by North Sails Cloth division. The boat travels to tropical locations and can be moored for extended periods. Damp, hot climates cause mildew to occur in sail fabrics.

Spectra Gatorback™ has the best ultra violet resistance and strength, is a proven sailcloth laminate for this style of cruising vessel, and has a superior strength-to-weight ratio.

North Sails uses an additional protection coating called SailKote plus™. This has been very effective in stopping the growth of mildew in sails. It is a dry lubricant that reduces the skin friction and repels moisture. It is used on race boats to reduce sail chafe with running and standing rigging. It is proven to reduce surface friction. A biocide is added to inhibit fungus growth.

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webmaster — Thu, 07 Dec 2006 19:26:14 +0000

Buy Acyclovir Without Prescription, Nigel Irens' designs have been at the forefront of multihull oceanic racing since the mid-eighties. Nigel Irens was educated at Clifton College in Bristol, canada, mexico, india, Effects of Acyclovir, England. He entered the sailing world professionally after receiving a diploma in Boatyard Management at Southampton College of Technology, Acyclovir trusted pharmacy reviews. Acyclovir pictures, A prolific career of designing and building numerous highly successful racing multihull sailboats has led to Nigel being recognized as the worlds leading designer of multihulled sail and power vessels.

You can read more about his projects on his site.

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