According to designer Alan Johnstone, the brief for the new 36ft 6in J/111 one-design was for a boat that he and the rest of the J/Boats crew would want to sail-and it shows. During a recent daysail off Newport, Rhode Island, hull #1 reveled in picture perfect sailing conditions, with winds out of the east in the mid to high teens. Sailing to windward, the boat was balanced and easy to drive through the moderate swells. Off the wind, the boat lit up under a massive, but easy to handle A-sail. Narrow beam and a deep, high-aspect rudder make the boat easy to control, even when it's on its ear. A bulb keel drawing 7ft 2in provides the righting moment to control the 751ft2 of working sail and 1,410-ft2 spinnaker. Tacking, even in the chop off Newport Neck, was effortless, with precision helm control throughout and never a doubt about making it onto the other tack. In the puffs, the boat accelerated like flicking a switch. This is a boat that looks impressive just sitting at the dock. The stem is plumb, so much so that in profile it almost looks as though there is a hint of tumblehome. The stern is also nearly vertical, with minimal overhang, in the interest of maximizing sailing length.

****"Obligatory girl" is a parody on many other sailing related youtube channels. It is fully intended as a joke and not to diminish women in the sport of sailing.**** In the future we would love to actually get a women's perspective on some of these boats... so if you know the perfect co-host leave us a comment. Pendragon IV was so successful, that she was used as the basis for the then new TP52 Rule. She continues to race successfully in Coastal and offshore races including the Transpac.

Boat Name: Chimaera Length: 46 ft. 9 3/8 in. Beam: 10 ft. 5 in. Draft: 6 ft. 9 in. Year Built: 1967. Chimaera is a sloop rig that was built for Frederick Leibhardt, specifically to outrace other San Diego boats like Sally. "We built it here in Driscoll Boat Works in San Diego," said John Driscoll, the boat's owner. "The man that had built it was an architect, but my dad, Gerry Driscoll, knew how to make the boat look right so he did the design and sent it back to Sparkman and Stephens, who added on to it from there." "I actually worked on it myself as a kid, building it I didn't do much, maybe handed a few screws to the carpenter," John Driscroll added. "I remember being on the boat and being in disbelief by how responsive it was - you pushed the helm down and the boat moved." Chimaera's design copied elements of Intrepid, the 1967 America's Cup defender, whose rudder was separated from the keel."It was a major breakthrough in boating technology," Driscoll explained. Chimaera was carvel planked, but unique in that the outside of the hull was forged in compressions, instead of calking. "That technique wasn't widely used, I think we might have even invented," Driscoll said. "It made for a tighter hull with no calking and no cracks on the seams." Notable Moments in Boat's History: Chimaera's first long distance race was the San Diego to Acapulco Race. The crew was comprised of the "who's who" of North American yachting :Gerry Driscoll, founder of Driscoll Boat Works and skipper of four America's Cup defender races; Lowell Orton North, founder of North Sails and Olympic Gold Medalist in the Star Class; , renowned yacht designer, Olin Stephens; Gene Trepte, and Liebhardt. "They led a good part of the race, then parked outside of Acapulco and didn't make it," Driscoll said. The crew came in second. Chimaera went on to win the Lipton Cup Regatta in 1970 and placed top two in the Ahmanson Cup Regatta in Newport Beach, Calif., and won most of the local races in San Diego and took every major championship in the area including the Rumsey Regatta and the entire series of individual races that led up to it. The boat continues its racing legacy "Currently we're doing all the Ancient Mariner stuff," Driscoll said, who's been commodore of the Ancient Mariner Sailing Society since December 2013. "We do the whole ancient mariner circuit , which includes the Guinea Cup Race, a seven race series in San Diego Bay; then we got the YesterYear Regatta in June; the Kettenburg & Classic Yacht Regatta - that one's cool because you get to see all the old boats."

support or buy us a beer https://www.patreon.com/sailinganarchy for more sailing news visit https://www.sailinganarchy.com For video production visit https://www.noblemanproductions.com The Olson 30 is a sailboat designed by George Olson of Santa Cruz, CA around 1978. Olson was a surfer and surfboard shaper who decided to design a 30' ultra light displacement boat while on a delivery from Honolulu to Santa Cruz on Merlin, a 68' Bill Lee designed and built[1] ultralight sailboat which had competed in the biennial Transpac race in 1977. During this delivery, Olson came up with the idea while sailing with Denis Bassano and Don Snyder, who lent their initials to the prototype's name, SOB 30. The resulting boat was christened Pacific High, and it was launched in 1978. As a result of what Olson learned about the sailing characteristics of Pacific High, he constructed a plug for a production boat. The draft was reduced somewhat, the freeboard was increased, and the teak decks of the prototype were replaced with fiberglass and rolled-on non-skid. Olson and partners Lyn Neale and Alan Wirtanen started Pacific Boats in an industrial area of Live Oak, CA, an unincorporated area between Santa Cruz and Capitola. The Olson 30 was introduced into a crowded market of ultralight boats constructed in the Santa Cruz area, including Ron Moore's Moore 24 and Bill Lee's Santa Cruz 27. The Olson 30 featured a single spreader masthead sloop rig with aluminum spars from either Sparcraft Spars[2] or Ballenger Spars[3] of Santa Cruz. Unlike the Moore 24 and Santa Cruz 27, the Olson 30 was relatively beamier and was not legally trailerable without a special permit in California (although it's unclear whether any of the owners actually sought out permits). Construction was similar to the other Santa Cruz boats with polyester resin, E-glass, and an end-grain balsa core in the hull and deck. The keel was cast lead with a small "stubby" of fiberglass, and the rudder was a fiberglass and foam sandwich with a pultruded fiberglass shaft. Unlike many of the boats built in Santa Cruz, the Olson 30 had a light spruce plywood interior, in contrast to the more common Bruynzeel plywood interiors of other boats. Approximately 250 boats were built by Pacific Boats and Ericson Yachts. You can find out more about specific boats by researching the Olson 30 Hull Number Database.[4] #retroboat #sailing #boattour

please support us, buy us a beer etc https://www.patreon.com/sailinganarchy for more sailing news visit https://www.sailinganarchy.com For video production visit https://www.noblemanproductions.com The Laser 28's design started in 1978, following the success of the Laser dinghy, with the intention to produce a keelboat equivalent, for the Laser sailors who would outgrow the Laser, just need a keelboat as they aged, or for family cruising and racing.[5] In 1980 Ian Bruce, president of Performance Sailcraft decided to take the boat design away from that company to reduce commercial pressures on the design team. He formed Bruce Yacht R&D Inc (BYRD) and teamed with designer Bruce Farr and a group headed up by the president of the International Laser Class Association, Tim Coventry.[5] The Laser 28 was Farr's 91st boat design. The project development team included Performance Sailcraft's Ian Bruce, Tim Coventry President of the International Laser Class Association, experienced sailor Peter Hicks, Norman Frost as plastics engineer and Piers Phipps as project financial advisor. Hans Fogh designed the sails, as he had done for the Laser dinghy.[1][5] The boat project had four design goals. First, that the boat should be a strict one-design in the same vein as the Laser dinghy, with all boats produced the same with class rules that prohibited any changes to the boat, so that the competition would be between sailing skills and not the ability to pay for improvements. Second, that the design should have outstanding performance, unhampered by adherence to any rule structure, such as the International Offshore Rule, to ensure a long life as a competitive boat. Third, that the boat be a quality product, using the best of available technology. Fourth, that the boat represent a good value for the monetary outlay, "the intention being to produce a 28 foot yacht with a performance of a 35 foot yacht at the price of a 25 foot yacht."[5] Two prototypes were built and the first sailed in the early summer of 1981 in Falmouth, England, with the second in the water that autumn. Originally fitted with a large genoa foresail the second prototype used a 108% "lapper" jib, that proved superior in winds over 5 kn (9 km/h) and was easier to handle by short-handed crews, as well as cheaper to produce.[5] The prototypes were tested in severe conditions, including broaching and intentional knockdowns with the spinnaker flying, in 35 to 40 kn (65 to 74 km/h) winds that left the cockpit dry and with no equipment failures.[5] With $1,000,000 invested, to get the design from testing to production, a new firm was created by financial consultant Piers Phipps, Precis Ninety Nine Limited. The design was licensed to Performance Sailcraft to produce.[5] #laser28 #sailing #sailboattour

our favorite three things about the #sailboat #laser28 full episode 02/08/2021

Support us on Patreon https://www.patreon.com/sailinganarchy German boatbuilder Hanse Yachts has added some serious pizazz to the middle of its range with the Judel/Vrolijk-designed 455. Just like its siblings, the new 45-footer looks sharp, sails like a dream and is big for her size. Down below, a thoroughly modern interior is as comfortable as it is functional, and topsides, there's lots of space on deck and in the cockpit to relax and ­enjoy the ride - a darned good combination, I quickly concluded, on a blustery, picture-perfect fall afternoon out on Massachusetts' Buzzards Bay. With a northerly breeze pushing 20 knots, we probably should have thrown a reef in the main before we set out, but instead the boat's owner opted for a full hoist. I suspected that our beat out of the harbor would be on the sporty side, and it was - quite fun, too. With the powered-up full-batten main and self-tending jib closehauled, we heeled considerably, but in the puffs, just when I expected the boat might round up, the 455's high-aspect rudder dug in a little deeper, the shoal-draft cast-iron keel did its job, and the boat shot forward as though we were riding on rails. Tacking the Hanse was as simple as turning the wheel, since the jib is led to a car on a track forward of the mast and tends to itself. With all sail control lines led aft, including the double-ended German-style mainsheet and halyards, electric primary winches set just forward of the twin wheels made the sailing equation that much easier. Even overcanvased, boat handling could not have been simpler. Beating to windward, we made 8 knots and better, and we saw the GPS speed jump to 9-plus knots when we eased sheets and headed off on a reach. You could cover a lot of miles pretty effortlessly on this boat, upwind and down. In calmer conditions, you'd definitely want to fly the optional asymmetric sail, tacked down to the bail built into the bow roller, to thoroughly enjoy a gentlemanly run off the wind. #sailing

here are our favorite three things on the Hanse 455 in 60 seconds or less.

Buy us a beer and get more with our patreon https://www.patreon.com/sailinganarchy for more sailing news visit https://sailinganarchy.com For video production visit https://noblemanproductions.com For boat repair and building visit https://www.koehlerkraft.com/ Boat Name: "Sprig" Sail: US 43 Year Built: 1930 Designer: Clinton Crane Builder: Henry Nevins, City Island, NY Owner: Greg Stewart History: Built to Rule 2, with her rig later modified by S&S in the mid 30's to take advantage of the 1934 updates to the Rule. Owner Greg Stewart has maintained 'Sprig' to be as beautiful now as she ever has been. She carries her original 3 spreader, 1 jumper rig and bright finish boom. Besides being taken down to bare wood inside and out, Sprig received full length epoxy soaked e-glass splines.This method has been successfully employed for 30 years by many Pacific Coast (PC) Class boats in San Diego. She has 3 cockpits and not even the helmsman gets a seat. Sprig travelled to Seattle in 2001 and 2002 for the Lipton Cup and North Americans and was always in the hunt. She placed second in the 2002 Lipton Cup and 4th in the 2002 North Americans. Sprig is very active in the San Diego Ancient Mariner events and is based at San Diego Yacht Club. Sprig received a new deck and other refurbishment and was relaunched in October 2005. Sprig is the most far-flung member of the Puget Sound Six Meter Association and competed at the 2009 World Cup in Newport, Rhode Island. In order to qualify for the Baum + Koenig Trophy at the 2009 Worlds, Sprig ordered a full suit of Dacron sails to replace her modern versions. She ended 13th of 24 and took home the KSSS trophy for the highest placing Rule 1 or 2 (unmodified keel) boat at the Worlds. In more recent years Sprig has competed in San Diego with that vibrant group of mixed Classic yachts. Greg also took Sprig up to San Francisco Bay for the 2015 St Francis Yacht Club Invitational and the 2016 North American Championships. Sprig and Greg were recently profiled by Sailing World magazine. Look for Sprig at the 2017 International 6 Metre World Championships in Vancouver.

Visit https://sailinganarchy.com/ for more #sailing news For video prouduction visit https://noblemanproductions.com visit https://waypointracing.com for electronic installations J/145 is the answer for sailors seeking great performance, but not at the cost of unprotected cockpits, sparse interiors or complex overpowering rigs. J/145 is the answer, too, for those who seek grace and elegance in their cruising comforts...but not at the cost of performance. It's surprising how many owners of heavy displacement cruisers discover their passage-making to be 75% motoring and only 25% sailing. J/145 solves this problem, bringing back the romance of sailing. This design is unique among boats over 45 feet in offering the proper balance: A boat that's a joy to sail fast with as few as two people while at the same time being comfortable to live aboard and to entertain on. As a SAIL Magazine Top Ten award winner, and with victories & honors in some of the World's most famous offshore races & regattas, including Key West Race Week, Fastnet Race, Port Huron-Mac Race, RORC Season Championship and more recently a 3rd place finish in the 2006 Sydney Hobart Race, the J/145 has defined a unique class of dual purpose performance yacht. She is available in both standard race/cruise or a more deluxe cruising configuration with shoal draft keel. A Fast, Easy-to-Handle Boat: Sailing a J/145 is surprisingly easy. Two people can go for an afternoon sail on the J/145 in just minutes. Throw off the boom cover. Hoist the main on a 2:1 halyard. Cast off. Sail under main alone or unroll the jib from its furler. That's it. Even the spinnaker is ready in its sock. Pull out the sprit. Hoist the halyard. Slide up the sock. Trim the sheet. Easy, upwind and downwind. It's unlikely you've sailed a boat this fast with such a low center of gravity or a boat this large that's so responsive and easy to handle. It's like sailing a 40 footer that turns on a dime but with the stability of a 50 footer. One of the joys of owning a great boat is the ability to share it with family and friends. J/145 is just as happy on the two-week family cruise, as it is sprinting around the buoys or daysailing in the bay. The Cockpit: Much of your time on a sailboat is spent in the cockpit. So, the ergonomics and sail-handling functions of the J/145 cockpit were meticulously planned, taking advantage of what we've learned from many prior J Boat designs. Seat heights off the cockpit sole: the precise distance between cockpit seats to permit bracing one's foot on the face of the leeward seat when heeled sailing to windward; the double-articulated seat backs to support the lower back; the pitch of the seat backs to offer comfort whether for cocktails on the mooring or when heeled sailing to windward; a molded "messenger" bump on the edge of the cockpit seats to warn you where the edge of the seat is when moving about the deck at night; a "step-over" bridge deck under a dodger for maximum safety going below or coming on deck in heavy seas; location of sheet leads and winches so that every conceivable sheeting combination and angle is accounted for; built-in instrument pods on the binnacle and seahood; foot braces for helmsman and winch grinders; remote hydraulic backstay control: and, yes, even an optional helmsman's bimini and seat cushions. Everything you could want for sailing comfort and efficiency. Elegant Versatile Interior: Key to the J/145's interior design is the concept that it's the main cabin that defines the elegance of the yacht while light-weight, functional ends determine its performance and sail handling capabilities. Upon descending the companionway stairs, one is presented with a vista of fine cabinetry in the galley, nav station and settee area. The varnished cold-molded joiner work is crafted in either teak or cherry to very high standards. The arrangement outboard of the port settee is a pilot berth for sleeping comfort on offshore passages. To starboard is an entertainment center, book and bar cabinet storage. Bolstered, Ultra-Leather upholstery on the settees is available. A lightweight starboard aft quarter-cabin with double berth is standard with a second, dual-purpose storage/sleeping area aft to port with two pipe berths. Forward is the standard head/shower arrangement, hanging locker & sail storage to starboard and an available lightweight V-berth platform with U shape bulkheads forward. #americascup #vendeeglobe2020 #sailingnews #sailboattour #transpac #offshoresailing

In this quick tour we talk about our favorite three things on the J145. #Sailing #sailboattour #sailinganarchy #60secondsorless

visit https://sailinganarchy.com for more sailing news visit https://noblemanproductions.com for video production The Santa Cruz 37 was one of several new high-performance keelboats introduced at the 2008 Annapolis Boat Show. However, describing the SC37 as a "keelboat" isn't really accurate. This is a 37-foot lightweight carbon raceboat with horsepower to burn. Its high aspect-ratio torpedo bulb keel provides plenty of stiffness by getting the lead bulb 7 feet, 6 inches below the waterline; it also fully retracts with a powerful winch or optional hydraulic ram. The bulb comes up nearly flush with the hull to ease trailering and even make launching from a ramp possible (instead of having to line up for the crane). Here's my take-away from a test drive that took place in a building breeze at the mouth of the Severn River, off Annapolis, Maryland. Construction Both the hull and deck are built with carbon-fiber fabrics, epoxy resin, and a structural PVC foam core, over a layer of isophthalic gelcoat in the mold. Hardware mounting points and high-load areas on the deck are reinforced with high-density-foam inserts and biaxial and unidirectional carbon fiber. The structural grid is made of E-glass with carbon-fiber reinforcements and is bonded to the hull with methacrylate adhesive. The main structural bulkhead is made of carbon with a PVC foam core and is bonded to both the hull and the deck. Vital Statistics Headroom: 6'3", berths (forward/aft) 6'x5*8" (at widest point), 6'7"x5'8", Saloon seats 6'3"x1'8", Cockpit seats 4'x1'6" BUILDER:Santa Cruz Yachts, Green Cove Springs, Florida; santacruzyachts.com DESIGNER:Tim Kernan, kernandesign.com LOA:37' LWL:34'9" Beam:10'7" Draft:(std/opt) 7'6"/6' Displacement:8,662 lbs Ballast:3,730 lbs electrical:(2) Deep-cycle batteries, 50-amp alternator Sail area: (main and jib)725 sq ft Fuel/water/waste:19/26/9 gal Power:29-hp Yanmar Displ.-length ratio:92 Sail area-displ. ratio:27.5 Ballast-displ. ratio:46% #sailing #sailboat digital nomad fishing dawn hunters minimalism ran sailing

The full video will be released 12/28/2020

For more sailing news visit www.sailinganarchy.com for video production needs and media management visit www.noblemanproductions.com Made of Kauri wood What is Ancient Kauri wood? Ancient Kauri is a unique material with an amazing beauty and intriguing history. It is commonly regarded as the oldest wood available in the world. Ancient Kauri has been buried underground in New Zealand for approximately 50,000 years, yet it is as workable as newly-harvested wood. The Ancient Kauri has a powerful beauty. The grain and tones of the wood are lovely, and it has a powerful shimmering iridescence. The glow of Ancient Kauri adds to its beauty and illustrates that this is no ordinary timber, but something quite special. It makes anything built from Ancient Kauri more like a jewel. It is perfect for projects that require an extraordinary material. It is rare to find an exotic material that is made available through environmentally friendly methods. Ancient Kauri is the most exotic wood in the world, it's an extremely old growth timber, but not one tree was cut down to harvest it. All the trees fell thousands of years ago by natural forces, and one certainty is that there is a very limited amount of Ancient Kauri on the planet. Plan on being an owner and a steward of some of this incredible wood. If fast is fun then this should be a fun boat to sail. She is light and narrow enough to show a really good turn of speed and has been very well cared for by her past and current owners. Under her full battened main and jib she is easy to handle short handed LOA: 37' LWL: 30' Beam: 9' 4" Displacement: 10398# Draft: 6' Ballast: 4000# lead 1991 29hp Volvo Diesel Fuel: 42gal/S.S. & alum. Water: 50 gal/S.S. 2 tanks Aft of the chain locker is the v-berth with a large filler piece that makes a very comfortable double. Overhead is a large deck hatch. Next aft is the head and hanging locker with beautiful carving on the door. The engine is under a sound deadening cover in the head. Next aft is the main cabin with settees port and starboard and inlaid drop-leaf table between. The settees are full length and are capable of sleeping two adults. Next aft is the galley at the foot of the companionway. The three-burner propane stove with oven and the stainless steel sink are to starboard and the icebox/chart table and navigation instruments are to port. Under the cockpit there are quarter berths both port and starboard. The large cockpit is comfortable and well protected with deep lockers on each side. The galley and head are equipped with manual cold water pumps. There is good 12VDC lighting throughout and there are gimballed kerosene lamps available should you choose to use them. #sailing #sailinganarchy #retroboat

Here are three of our favorite things about the NZ37 sailboat

Back story on the flying tiger at this link https://youtube.com/playlist?list=PLhIxygAO3JefYF9omfU8UhF43llfHdAdc The Flying Tiger 10 M (FT10) is a keelboat designed in 2005 by naval architect Robert H. Perry. Built by Bill Stevens at Hansheng Yachts in Xiamen China, and marketed by Hiptrader LLC, the FT10 is intended as an affordable one-design club racer. With its light displacement (4900 lbs), open transom, and bowsprit that supports a large masthead asymmetrical spinnaker it can be classified a sportsboat. In order to allow manufacture in China and global distribution, the boat was designed to fit inside a standard shipping container. The idea of building an affordable 30 feet sportsboat emerged in 2002 as a heated discussion topic in the on-line forum Sailing Anarchy. A group of avid one-design racers contributed to the definition of the requirements of a low cost 30 feet sportsboat. The group guided Perry through the design of the Anarchy 30 concept boat. Starting from the Anarchy 30 Perry designed the Flying Tiger 10 M during the most part of 2005 in an open forum under the scrutiny and the input of the forum members, in a process that is probably unique in the history of American yacht building.

Here are our three favorite things about the Flying Tiger in under 60 seconds

I R W I N C L A S S I C" 3 2 Over the years Irwin designed three 32ft boats: the 1988 Irwin 32 Citation, the Irwin 32.5 (Bill Watson) and what's called the Irwin "Classic" 32. The "Classic" 32 was designed by Ted Irwin back in 1970 The Endeavour 32 as a dual-purpose cruiser-racer before the development of IOR. By 1975, IOR was in full swing and boats such as the Irwin 32 were obsolete as racers, especially since PHRF had not yet emerged to help handicap non-competitive boats race at the club level. Although the "Classic" 32 had been out-designed for racing, the hull was still a nice, clean, conservative, and comfortable design for cruising. The Irwin 32 was originally available either as a keel/centerboard boat drawing 3'6", or with a long fin keel drawing 5', and listed for $16,500.00 in their 1972 brochure. It appears that owners had a choice between the venerable 30hp Universal Atomic 4 gasoline engine or a 25hp Volvo MD-2B diesel auxilary engine, and an optional yawl rig was also available. However, by the time 'necessary options' were added, the sail away price was probably closer to $20,000 Sail areas: Mainsail (Sloop) 242sqft; Mainsail (Yawl) 216sqft; Mizzen (Yawl) 53; Working Jib (Lapper) 235sqft In 1975 Ted Irwin who was then located in Tampa Bay, gave Brooks and Valdes the molds and tooling for the "Classic" 32 and in 1975 Endeavour bought the molds and tooling from and Endeavour's in-house production and design person Dennis Robbins took the Irwin 32 and modified it and the Endeavour 32 formed the basis for the fledging Endeavour Yacht Corporation. The Irwin "Classic" 32 and the Endeavour 32 sail plans look identical and they have the same displacement, but the the E32 is listed as 4" wider, and 4" longer overall, and 6" longer on the waterline. It's unclear at this time if this was in fact true. The Endeavour 32 was originally built as keel/centerboarder with the same configuration as the Irwin 32 (3'6" board up, 7'10" board down), or with a fixed shoal keel with 4'2" draft. The original Irwin deeper keel (5'0") was discontinued.