The Way to Weather | Upwind Cruising from Fair to Survival Conditions | FPB and Sail

The Way to Weather | Upwind Cruising from Fair to Survival Conditions | FPB and Sail


This video is about our 40 year search for the perfect yacht on which to explore those faraway destinations We all dream about We previously discussed surfing which is fast as well as great fun but limiting yourself to destinations that are downwind greatly reduces the options for where and when to go In this chapter, we’re going to take you through the process That has led to our ultimate cruising yacht, one which makes uphill passages almost as comfortably as downwind For the first time we will divulge the logic that underlies a design of our wave. piercing hulls. And we will give away some of the secret sauce that makes our sailing designs Perform, so well in a short-handed cruising context. Finally, we’ll make some comments on the ultimate storm tactic the one you want to use when you run out of options When the speed comfort and range recipe is just right amazing things are possible The three fpb seventy-eights put a cumulative forty seven thousand nautical miles behind them early in their cruising careers Much of this was upwind Cochise went Fiji, Raiatea, Panama in less than a month. Grey Wolf and Iron Lady crossed the Pacific Cruised Tierra del Fuego and then Antarctica, before returning home to the Channel Islands off the coast of France and and Beaufort North Carolina, respectively of course, there are lots of trade-offs involved in all this of which draft is the first consideration For the FPB’s our target is 5 feet for the sailing yachts Five and a half to eight feet. As little as six inches difference in draft can have a big impact on where you can go The basics of upwind comfort are straightforward Does the yacht hobbyhorse going to weather or does it dampen that motion quickly? When the bow drops after the passage of a wave doesn’t land comfortably or with a loud bang? What sort of average speed can be maintained? How far from the pitch center do you keep watch, cook, and sleep? the layout of the early 1980s Deerfoot 62 and the recent fpb 78 both have their working areas and sea cabins near or on the pitch axis From a comfort and safety standpoint. We like to have our interiors laid out So the furniture tends to hold your body in place with lots of handrails close by A few real-world examples of what we’re talking about We are aboard the fbb 64 iron lady She is exiting Whangerei river with a Sea stacking up against the outgoing tide So we have some nice steep waves in which to play Let’s switch to the open ocean now aboard the FPB 78 Cochise during sea trials Heading south, 2.5 to 3 meter seas, on our shoulder, so we’re punching into it, very comfortably. So you guys might be wondering why we keep going uphill We’re testing a boat and all sorts of configurations right now. She’s very light we’re Less than a thousand gallons of fresh water About 800 gallons of diesel And we’re trimmed by the stern see how that works in this light configuration it’s working pretty well Nice soft motion no banging, 10.5 knots through this stuff This is the fbb 64 buffalo nickel fiji bound from new zealand in a nice stiff Northwester Buffalo nickel is averaging better than nine and a half knots it’s blowing 18 to 25 knots and the Gus Seas are anywhere from one and a half to two and a half meters And they’re about 35 degrees off the bow Now a few comments on how we got to the hull shape of the fbb 78 shown here running uphill from Panama towards Fort Lauderdale Our search for the perfect cruising yacht Start back in the mid 70s design of the 38 foot catamaran Beowulf six she was the first true wave piercer and you could drive her lured haul right through the crest of a wave and Wouldn’t feel a thing until I hit the main beam Yet when pressed downwind is she shown here on her way to breaking a 15 year old elapsed time record She had no problem keeping her mouth up Although the hydrodynamic needs of a modern cruising yard Are totally different The goal is still the same We want to get that bow into the wave uphill far enough so that the lifting forces are minimized For us the main difference between the sailing designs and the fpbs Is the fact that the fpbs do not require halt form stability to offset the sailing loads This makes it possible for us to draw finer forward sections and their related Stern’s The computer image on the screen now shows a comparison of the fpb hulls Although these may look similar Each has a distinct set of characteristics which sets it apart This series of photos by New Zealander Iver Wilkins illustrates several key aspects of our design philosophy The first is moderate beam and balanced halt ends note how the balanced turn are. Well immersed, but neither is overpowering the other There should be just enough dead rise forward so the whole and softly but not so much to the bow locks in when steering Now comes the tricky part There needs to be sufficient reserve buoyancy forward to provide lift in Sea states like these but not so much that it slows the boat down significantly When it drives through the wave The fbb 64 is doing exactly what we wanted to do in these conditions Consider what would happen if the boat had more volume in the stern? Volume would have to be added to the bow off Senate or the bow It would be driven underwater the bow would pitch up more the boat would slow down Begin to hobbyhorse slow down more and then you’re hit by the next wave pretty soon. You’re not making any progress at all You’re just bouncing around It’s not easy and there’s a little bit of luck involved But when you get it, right the boat will drive smoothly through the wave with little change in speed About now you’re probably wondering about the windows They are sort of large The fpb 64 83 and 97 have 3/4 inch solid windows forward and on the sides The 78 and 70’s with our even larger window frames have a laminated glass That’s as strong as the topside plating Although we are set up to carry storm shutters and the boats are supplied with them to our knowledge. They’ve never been needed or used We are often asked how we decide what a hull shape should be like We’ve used velocity prediction down hull design codes since the 70s starting with bail six In the mid-1980s. We’re amongst the first to employ george Hazen’s fast. Yacht suite The fbb era began with extensive CFD modeling Tank testing and VPP work But in the end making the right choices comes down to offshore experience and the gut instincts derived therefrom The ability of the FP b78 to cut smoothly through these three to six foot Gulf Stream waves and Surf under control at high speed and Confused seas Can be traced all the way back to the 1975 design payable six Twenty-five knots of wind right on fpb, 70 – one Buffalo nickel – in the Sea of Japan Now we get to the steering control this is critical for surfing important for close quarters maneuvering And Plays a vital part in heavy weather particularly upwind where control is exercised at slow speed making steering even more difficult for Good control. You want a big efficient rudder? Close to the prop for power boats a Fast acting autopilot with a rate compensated compass is part of the program The pilot needs to be smart enough so that it does not oversteer when you’re using high gain settings This is particularly important under sail dual autopilot pump systems are Recommended both for backup and to double rudder speed when faster rudder travel is required We always fit a massive array of spot and driving lights on the forward masts to illuminate the sea state in heavy weather under normal conditions its convenience, but when it’s really blowing absolutely critical Our sailing designs typically draw between five and a half and eight feet of water By working hard on rig efficiency we have been able to reduce heel area If you hold draft costs at the same time The aspect ratio of the fins improves induced drag is geometrically proportional to aspect ratio So this is a really big deal There are several concepts We have used to significantly improve performance that can help with other designs as well Going from a trailer sail to a more efficient distribution of area pays big dividends We’re back stays are in the way a strip of UHMW tape so nam and each of the sail together with a piece of slippery pipe over the back say And then all about the lightest of winds we’ve been able to get our main source to clear We were sealing our racing cat main soles to the trampoline by 1970 the partial end plate so created increased effective aspect ratio of the sail thereby reducing induced drag But it was until 2002 that we sealed Beowulf sevens main and mizzen This gain is five degrees to weather and a half a knot of boat speed Reaching note the vertical battens in the foot and leech of the jib. This allowed a rounder shape compared to the hollow Otherwise necessary another easy game the shower your draft the less efficient your keel the more important are these rig? modifications towards efficiency Before we go on to this next section, let’s stop for a minute and remind ourselves Why we’re doing this yes to cut those lines and go cruising Now we get into the good stuff now what we’ve been discussing plays out when you are heading into big seas Keep in mind that the wide-angle lens is used by the video cameras make the waves look much smaller than they really are Direct experience and research for our book surviving the storm which you can get as a free download on set sail comm Has convinced us that there comes a time when running off is no longer safe and the tactical choice becomes heading into the waves This point will occur much later if you have the ability to serve under control Which is often the best choice dealing with tropical storm systems Rudder force is proportional to the square of your boat speed So slowing down when you head into the waves has a huge negative impact on steering responsiveness Watch these next two sequences which occur in less than 30 seconds first a set of waves from the port And then another from the starboard although in this case It wasn’t necessary to take corrective action as both occurred after we passed through the area They could easily have required a 20 to 30 degree course Adjustment within a couple of seconds of all the reason that responsive steering is at the top of our priority list This is the most important There are those who are occasions when you want instantaneous control, for example when a sneaker wave comes at you from the side That’s what this helm console is all about We have a autopilot steering control on each corner in Close proximity to the steering hand of each watch keeper in The starboard corner on the vertical face is the emergency steering control one button push and you have direct control without electronics of the steering system The FB B’s are fitted as standard with safety belts Two on each bunk and one at each seated position These hold you in place allowing your body to relax and if the boat is popped by an unexpected wave You’ll stay in place if we were building a sailboat today for serious offshore cruising. We would certainly fit these builds Let’s see how the fpb series prototype windhorse does going uphill We’re going uphill we’ve just left the Bahamas and are headed towards Lunenburg, Nova Scotia We’re in the Gulf Stream We’re averaging about 10 knots in 18 to 20 true on the nose Watch how easily these seas slide under our Stern that’s one of the keys to our soft upwind motion We’re going to spend a couple of minutes and show you how we heave to with the FB bees. It’s a technique that We’ve used for years under sail it’s very common for Slowing the boat down or waiting for a weather to change Welcome aboard Cochise folks. We’re out the Gulf Stream at North with current instant orderly breeze Into the tourney about thirteen fifty rpm we’re making about eleven and a half knots over the bottom Got an on half current pushing. Where’s that stack in the waves? Oh So we’re gonna do a couple of experiments Small you both down in a he v2 position And then just put earth but your find our natural position of being to the scenes and see what happens Don’t make it six knots it’s a half knots over the bottom 600 rpm here pretty comfortable We’ve been chasing upwind comfort from the very beginning of our search for the perfect yard Even so we were surprised by just how comfortable the fpb 83 wind horse proved to be To the point where we put many more miles on her per year than any of our long-legged sailboats Faced with leaving windhorse for a few weeks in Hawaii while flying to the coast for a friend’s wedding we’re bringing win horse 2000 article miles dead – whether We chose the latter without hesitation The combination of northeast 20 to 35 knots with a crossing Northwest swell Was by far the worst long passage sea state we have ever encountered Nine days after leaving Hawaii. We were in the Lee of the Channel Islands Having grown used to wind horse we became soft. So the search for upwind comfort continued Culminating in the fpb seventy and seventy eight You can tune hull shape polar moments and longitudinal stability to a point but there’s always going to be some conditions which are disagreeable This is the worst case sea state Given cochise’s payload, which is light and the fact that she was trimmed by the bow When her she’s optimized for being trimmed by the stern After an experience like this Even though we’re onboard. We’ll come back and study the videos in slow motion and freeze-frame What we’re looking for here is how the hall reacts to the Seas And how quickly she dampens out Even though she’s out of trim There’s always something new to learn You That was fun We want to end this chapter putting the subject of upwind capability into perspective we have concentrated on dealing with adverse conditions because these Experiences are what often dominate memories and so tend to hold everyone back ourselves Included from what otherwise would be wonderful destinations Upwind efficiency coupled with fast average speed Works synergistically to reduce exposure to the very sea states about which we have been discussing Fpb 78 – 1 cochise’s backward passage from Fiji to Panama Against prevailing winds in current was a spur-of-the-moment decision at dinner one evening Based on the knowledge that the trip would be enjoyable the only stops we made were four days in Rio Tia in French Polynesia for diesel fuel and some fresh baguettes and Then a day in fatu hiva to pick up some Pomplamoose not because we were in a hurry But because we enjoyed being at sea as much as our more than being a tanker It was done quickly and so comfortably that we arrived in Panama well-rested relaxed and ready for the next Lake You cannot ask for more than that If you enjoyed this we have a series of new videos coming out in the next month So hit the subscribe button if you like to be kept up to date And visit set sail dot-com for all sorts of details on the various designs and several thousand posts on the science of cruising Thanks for coming out with us today, we’ll see you out there You You

22 thoughts on “The Way to Weather | Upwind Cruising from Fair to Survival Conditions | FPB and Sail

  1. I always find it interesting when I'm at sea on my small boat watching how she interacts with the waves either steaming or towing the trawl

  2. The opening picture is certainly intriguing. But this dangerous practice. Pop a pilot house front window and you may be finished. 🇺🇸

  3. Its ashame your designs and building of these yachts have seemingly ended. There must be somebody who you can trust to continue the legacy of these yachts..at the very least..for future sailors to enjoy ! I'm available !! Really enjoy these presentations …

  4. I know it’s been said before but it is unbelievable to watch these videos I can’t wait to buy one, when it’s second third or fourth hand 😂🤣😎
    But sometimes dreams are all we have

  5. Firstly ,, thank you for sharing these views of offshore cruising in various sea states . After many years at sea in some unbelievable, even frightening conditions clutching handrails, i for one certainly do appreciate the sleek and steadfast design of your vessels.
    In comparison to others , they are just poetry in motion, and a joy to watch . Perhaps it's a critical eye ,or maybe I'm just getting a bit to salty , but I can't get enough of these hulls cutting confidently into a building sea .
    Bring it on …

    Much Respect
    from
    Down Under

  6. you got that down to a science ive been out there on my 36 catalina sailboat i was feeling those waves when i was watching this, good stuff its awesome

  7. Hi, mr Dashew, why dont you Just tell the world all the elements of your Hull design in full detail? With full measurements? Thx

  8. Of the 64,70 or 78 which is best uphill?

    In the surfing video in Cochise off New Zealand the ride looked SO comfortable! I’m curious to know how you feel the 64 would have fared that day?

  9. Your first Deerfoot 68 is right down from us in Alamitos Bay Marina. Really enjoy being able to see your design work up close when I walk by her.

  10. I ask a question on the last video because all your video were going with the wind, the question was do you go into wind an now I know. Thanks for answering my question with such details.

  11. Mr, Dashew, thank you. I am always in awe of the details and the performance of your craft. I appreciate all you do for others.

  12. Excellent technical presentation, since you have tremendous experience both with sail and power yachts , as a full time live aboard which one ( sail or motor yacht) in your opinión is the most cost effective option?

  13. Only if i had a spare few million laying around,i would buy one or two of these. I'm just glad that Steve and Linda make these short films so that i can go along with them on their journey's!!!

  14. MARINERS – know our earth is stationary and flat:
    USA Government and NASA admit EARTH IS A STATIONARY PLANE
    https://www.flatearthdoctrine.com/gov-admits-flat-earth/

Leave a Reply

Your email address will not be published. Required fields are marked *