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This time on a HUGE, very heavily-built monohull. James loves to teach, and has a natural easy-to-understand style.

Currently documenting live-aboard life during the refit sakling the Oyster Suscribirse mil. Sailing to the bay for some underwater repairs diving in clear water!

Sinking boat caught on camera. TONS of water. Come Sailing with us! Vistas 48 mil Hace un mes. Vistas 70 mil Hace 2 meses. Meet the Crew on our Maiden Sail! Vistas 69 mil Hace 2 meses.

Sailing zingaro new boat 90 60 mil Hace 2 meses. What's on Zingaro's Wish List? Vistas 33 mil Hace 2 meses. Are these ok for a sailboat? Vistas bkat mil Hace 3 meses. Merry Christmas!! Vistas 62 mil Hace 3 meses. Vistas 81 mil Hace 3 meses. Splash party!! Vistas mil Hace 3 meses. Vistas 80 mil Hace 3 meses. Buying a used sailboat? Here's what you can expect. Vistas 52 mil Sailing zingaro new boat 90 4 meses. Boat Repair: Dropping the rudder and fixing the damage on the hull Vistas mil Hace 4 meses.

I'm changing all the thru hulls, but bkat to get them out? Vistas 77 9 Hace 4 meses. Junkyard find! Trash boat, will it float?? Vistas mil Hace 5 meses. Tour of the new boat: Oyster Vistas mil Hace 5 meses.

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The main difference between wood and carbon is notch strength. Carbon fiber is made of roasted rayon. When is is notched , it doesn't fatigue, its' stiffness transmits with explosive force. Wood is flexed during its' manufacture [50 years] so it gradually lets the surrounding area absorb the impact.

While carbon is the sexy hookup, wood is the one that you marry. Where for example would this be beneficial? The carbon is stiff and so any whack it translates throughout the boat. If would flexes so does everything else? With FEA software and new computers many of the tragedies can now be predicted so you won't have incidents like in the past. The stiffness per pound give the nod to carbon, but you really need an autoclave to get consistent products.

On the balance for one off race boats I still believe wood is superior for the long lived watercraft. Wood fibers orient in a growing tree to support the overall structure and that structural configuration is dictated by the species dna and the location and surrounding forest.

Some grow tall and straight, others twisted and gnarly - appropriate filaments for specific examples refined over millennia - wood is great for making trees. When the selected build material a bundle of pre-assembled cellulose fibers in the case of wood makes ideal filament configuration difficult we turn to an alternative glass, Kevlar, carbon,polyester to help but there is still much to ponder in the orientation of those filaments and their bond to the underlying structure.

Stress relief in a growing tree might be great for that structures development and survival but those filaments performance in their second life with our man made structure is dependent upon our selection and implementation. Starting out with individual filaments of known structural capability gives the engineer a more predictable outcome. Carbon is extremely light, if you have enough of it, the need to flex is not as important IMHO.

On a cat at least the primary area that would be subject to impact are the hulls. Just add another layer of carbon? Carbon is highly flexible right up to its flexural limit, for a given load. It's also stiff up to that loading. And it's flex tolerant, more so than wood, up to its cyclic limit. It also binds well with resins.

And it lends itself well to repeated processes. Within those limits it's a great material. You can get very consistent results with wet bagged. They just won't have quite as many good properties. The filament has spectacular tensile strength and when supported in column very good compressive numbers. Higher and lower modulus filaments, the ratio of filament to resin and that resins characteristics all yield different mechanical performance.

Zingaro, suffered long term water absorption, degradation, delamination and flex fatigue which pretty much destroyed much of the wooden part of her structure. Dry wood expertly crafted and maintained has produced, what, hundreds on thousands of fine vessels. State of the art carbon fiber structures are so much more expensive and time consuming to build.

For myself the overall performance and life of well oriented glass filaments in vinyester resin over foam cores is tough to beat, bang for buck. I live on a budget too. For me I use carbon where "stiffness in a small space" is the requirement.

I just use it in the mast where it has been engineered, braided, infused and autoclaved to justify the filaments potential and cost. Could not find anywhere else on the boat where it flies. My new chainplates, which incorporate the spectra lashing eyes, are T6 alloy, cold and dark anodized and titanium bolted to the existing holes where the treacherous stainless steel iron? The beautiful smooth finish in the eyes will let me sleep better avoiding the small potential that carbon would have for chafing through the lashings.

I would bet dyneema would easily chafe through the carbon. Just means you have something different to worry about. I'll certainly be far less cavalier about driving fasteners into beams and frames after watching that, quite amazing how solid most of the wood is after 40 years, I suppose the glue used in plywood has evolved significantly in the decades since Zingaro was built.

My Saint Francis is currently set up that way, new chainplates are finished but not installed - too cold and wet here right now - will share a picture when they are. In the meantime I will drill and radius a hole in a thick same as the alloy slab of quality carbon laminate I have and then slide a length of dyneema back and forth through it. Pretty confident the dyneema will start stranding in no time Slow Boat Sailing Podcast Review flat - will report back.

I don't think the glue used in BS marine plywood has evolved at all in the last 50 years, it was a perfect product then as it is now. I understand on my boat for example, that we have a foam core with a mix of carbon and glass fibers and epoxy. Right, not as flexible as glass, racing masts have more carbon, wave masts more glass, but it is predictably flexible under a given load to a certain limit over a known cyclic life.

Combining it in thin layers with more flexible materials is usually not an effective solution. Adding carbon stringers can work but for much less cost so can glass stringers, ntm glass usually lays up easier.

Carbon does what it does but it ain't pixie dust. Point about a driver is it adds stiffness Pirate Boat Sailing Gif 60 and controlled flex in a weight efficient laminate. On a catamaran hull you most probably have layers on the outer skin and 4 on the inner right?

So racing boats tend to have thin carbon skins over thick cores, if nomex then glue sheets etc. This is an expensive strong sandwich that is relatively easily punctured and dented. Not a big deal given heavy crews, docking assists, lots of pads, able skippers, etc. Those solo racers rarely dock solo. This is also an expensive solution, carbon and thick cores are costly.

Glass, especially S glass, is a bit tougher in some ways, yields rather than breaks, good with abrasion, the thicker lams required to get panel stiffness are harder to puncture and dent, thinner cores due to cost and thicker skins are usually of more durable materials and density. Monolithic is better for impacts and delams. Knitted tends to resist abrasion peeling better, etc.

Ability to mix types etc. Good s3condary bonding for internal structures under the right conditions blah blah. The most common mistake I see other than shit workmanship is applying a thin layer of carbon, particularly uni, on a buckled or broken glass surface.

This rarely works. Glass and carbon come in many different weights so saying "layers" is very general. Also the orientation varies. And of course the type of glass like cheap production boats that throw some good old mat in there to bulk up the skins. Our hulls were quite thick but only 2 layers I think. They were 2 x - which is itself a mat layer and a stitched biaxial layer.

On the underside of our bridgedeck I used 2 layers of a custom triaxial I had woven for me. All in glass. It works but is not very puncture resistant.

Might not have a lot of safety factor on even some local loads like hitting a log. I read a lot of negative comments about various materials such as plywood or balsa core. I have done more than my share of core replacement and while personally I prefer foam cores for my own boats I have yet to see a rotten balsa core that was the fault of the balsa, it is always a human at fault, be it the builder cutting corners or a negligent owner.

Same goes for plywood boats, assuming good build practices, just a reasonable level of maintenance is all that is needed for a very long life. I'm not talking high maintenance either, just keep the damn thing dry, well ventilated and repair damage and leaks as soon as they happen. It's a 27 footer that looks a lot like a 6 Berth Sailing Boat English Moore Built in the 80's.

They spent the first 6 years of their travels on a North America road trip before embarking on a sailing voyage around the world. So far they have sailed 13,NM and counting.

Between their blog, social media channels, and YouTube videos they share their adventures, how they live off the grid, sailing tips and tricks, local places they visit, how they make money and travel, and how they travelled in an RV.

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Sailing Britican 5. Sailing Uma 6. MJ Sailing 7. Project Atticus 8. Trio Travels 9. Sailing Zingaro Sailing Nandj Sailing Tranquilo Sailing Ruby Rose Gone With The Wynns. SV Delos Brian embarked on an around the world sailing trip and has made friends along the way. Swell Voyage Liz is a Californian surfer, environmentalist, captain, and published author.

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Give us a Call or Send us an Email. Anny was born and raised in a small town in Norfolk, England. She is a passionate traveller and has visited over 30 countries as well as living and working in Greece, France, the USA and Colombia.

Her travel inspiration came from her father who inspired her to fulfil her travel dreams after graduating from University in She has been working with SailChecker for over one year in a content creation and marketing role. In addition to her love for travel, she is a competitive water skier and enjoys sailing in her spare time, cruising around Greece and Croatia. Caroline Jones 21 February Great post Anny!

Adi 24 February Hi Anny! Take care! Brad 2 March Sometimes a sling or something can dislodge it while being lifted in or out. He did, yes, and that good Will huhuhu is definitely pumping. It's just that I would set priority on helping Will lowering the water level and thus have a chance to do a more involved inspection. I might be old fashionned. Definitely boring. I feel for the guy - very shitty situation.

And why subject yourself to the ridicule? Totally applicable or not, this makes an interesting read. Came across it a couple of weeks ago. That was my first thought too. Cl2 is heavier than air and will settle and displace air while being extremely caustic. Probably not that big a deal with only a few cells in the bilge and a good breeze blowing through, but something to be aware of.

Hmmmm, I wonder now if the ladder delam he mentioned might be glue failure due to CL2 exposure? I can't imagine just an overnight soaking causing marine ply to fail.

The guy's a drama wanker who is going to use this to beg for more money on Patreon. I thought he was sailing with that poor girl he recruited? Must have bailed on him before the drama And a lot of other work. Just goes to show. The ocean will always expose the weakest link and then cause a failure cascade.

Like how people expect neglected rigging to fail only in rough conditions, actually usually happens in light airs or flat calm. Certainly not the first. Electrolysis of seawater will release chlorine gas, as the H 2 and O 2 go their separate ways and the remnant NaCl dissociates. Killed a bunch of Kriegsmarines in both world wars. You can submerge a battery quite happily if it is sealed and the terminals made perfectly watertight.

Potted in a liquid rubber, perhaps? Another approach is to place the batts in a watertight compartment with grommeted cable penetrations, or to install them in a diving bell sort of arrangement that uses air to displace water from the terminals. The latter method is subject to failure if the boat is knocked down. I don't really understand the whole youtube thing. Why send money to someone else so they can sail?

Far more causes that to me, IMHO are more worthy, like feeding people, housing people and curing cancer. I suppose one could argue that you are just paying for entertainment. Batteries and electrical pumps don't belong where they can get wet at first step of flooding.

Watched this crowd funded circus anchored in Ecuador for a couple months. No surprise the catamaran fell apart on passage - it was falling apart at anchor. Pretty regular two AM cussing out of crew by captain over dramas with sinking dinghy, rig repairs do you need to be stoned to work up your rig at anchor in the middle of the night? Really difficult to believe that enough people regularly watch these cruising "experts" to pay for them to continue to blunder along.

Also amazed that real companies donate expensive equipment and expect returns from increased visibility. The whole thing is a show, like the Great and Powerful Wizard of Oz was If you're recording it "live," you're not really sinking.

People who really think that their lives are in jeopardy drop the camera and get to work. Turns out it was the speed transducer. You can see that in his diagram here from the video where he was replacing everything Same issue almost sunk a Swan several years ago.

Although it was in pretty snotty seas and came off wave and blew it out. About 18" of water in the boat on that one.

It will be interesting to see what happened with this one since the conditions looked pretty benign. No flap-valve I guess. Im sure this guy didnt ever check it since he bought the boat and it wasnt screwed all the way in since it was put on the hard 3 years ago.

Yes Zits, you have it right. Even bleeding the main engine was a horror show. Spent about 30 minutes trying to get air out of the return line. Went up the mast on a single ratty halyard and snap shackle. But likely he can boil crack like a champ. Darwin is lurking in the shadows. Could easily been damaged in the slings of the lift. Sling in the wrong place and there is a whole lot of weight on the DST. Yes since he's lived on the boat during this time and surely was there for splashing.

His best draw was Kimmi; now that she's gone he's no more interesting than Gomer. And would have the slug in when not sailing. Or in and out for cleaning, etc. I wonder if the guy is even insured or just relies on the generosity and stupidity of his donors which cannot be over estimated? It also would be the first hull fitting a normal person would check when taking on water. In his case it was the last. The speed sensor assembly that is pictured is a bronze AT style commercial plunger unit Looking at various video's, it does seem like the speed?

Until the release of actual pictures can't say anything more. However, this is an ideal example of why I recommend fitting the largest electric submersible pump possible in any boat.

Zing's minimal "nuisance" water sized bilge pump failed as soon as it got washed by salt water, and it's output would have been low even before that. One crew taken out of repair action as he was slowly pumping manual bilge pump - he would have been more effective with a bucket. Was there even a bilge water alarm fitted? I have a gph pump in my bilge and knowing it's there helps me sleep at night. The guys a bit wacky, but I think you're being too harsh.

He may not be a pro, but he knows WAY more about engines, systems, etc. And he has done a pretty thorough job of working through the needed projects - which were a hell of a lot on this Oyster basket-case. As for your last sentence - sounds good on a forum, but no. Remember, he replaced most every through-hull on the boat.

And there were a million of them. So, I won't defend him other than to say that overall I do think he's done a pretty good job with the work he's done on this boat. And I'll also give him and the chick credit for getting that disaster of a broken cat to safe harbor by tying it together Polynesian-style instead of hitting the button. Find it odd how this forum worships Dylan winter for poorly shot videos of him crashing into rocks but as soon as someone under 50 with hair comes on the knives are out.

He has a yt channel and after the situation was brought under control he films it? Shock horror. Lots more people are now more aware of this potentially dangerous issue, oh no. Like the Atticus couple. They were a relatable couple who bought a cheap Seawind, totally refitted her, worked v hard. And now they fake some damaged bulkhead drama, cry on patreon, grift like k and are off shopping for some Perry 42 footer they would never afford otherwise, complete with scripted sailing celebrity endorsements, I feel honestly sorry for them.

Maybe not as bad as the latest Delos whereby they whinge about looking after a toddler on a luxury yacht though. Sometimes I wonder what that captain Alex guy would think of all this, see s to have had an outsized influence on ppl. Most of the look at me youtube stuff is focused on the self absorbed raconteur Certainly Dylan features in KTL vids but my impression is his visage shows up a lower share of the vid than on most of bikini girl in hot places Patreon crowd.

The Swan videos above are from another sailing channel that was one of the first and I still think one of the best I hyped him a bit on SN when he first got started because I came across a series of vidoes he'd done of a nightmare sail down to the Carib.

He made tons of mistakes - was completely miserable - and was completely honest about it all. That was refreshing. On that same trip, he ended up damaging his boat helping out Sailing Doodles New Boat Pdf a couple of complete chuckleheads on a decrepit steel boat ChaCha?

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