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They assumed these people would probably not embrace the low speeds associated with traditional sailing � might be a deal breaker, so they slapped a big fat outboard on the transom and that problem was solved! Some MacGregors have engines as large as HPs and can top knots. They just dropped the main and took off to beat the rain and get home for dinner. This is another area where new MacGregor boat owners rejoice and critics scoff. The scoffers believe there is no price point that will ever tempt them into stepping foot on a MacGregor The boat, for some, represents a cheapening of the sport � a stripping away of the elegance and dignity that sailing withholds, leaving us with a mutant powerboat that wants to call itself a sailboat when the mood strikes.
Not a pill purists will swallow. Like them or not, one thing that is indisputable about the MacGregor 26 M is they have brought many non-sailors into the sailing universe. More than a few owners have gotten the sailing bug because they could afford it and then moved towards boats that were designed expressly for sailing.
We say live and let live. The observed speed of the boat must always be described relative to who the observer is.
To illustrate this principle, consider a plane flying amidst a tailwind. A tailwind is merely a wind that approaches the plane from behind, thus increasing its resulting velocity. The resultant velocity of the plane that is, the result of the wind velocity contributing to the velocity due to the plane's motor is the vector sum of the velocity of the plane and the velocity of the wind.
This resultant velocity is quite easily determined if the wind approaches the plane directly from behind. Since a headwind is a wind that approaches the plane from the front, such a wind would decrease the plane's resulting velocity. This is depicted in the diagram below. Now what would the resulting velocity of the plane be? This question can be answered in the same manner as the previous questions. The resulting velocity of the plane is the vector sum of the two individual velocities.
To determine the resultant velocity, the plane velocity relative to the air must be added to the wind velocity. This is the same procedure that was used above for the headwind and the tailwind situations; only now, the resultant is not as easily computed.
Since the two vectors to be added - the southward plane velocity and the westward wind velocity - are at right angles to each other, the Pythagorean theorem can be used. This is illustrated in the diagram below. In this situation of a side wind, the southward vector can be added to the westward vector using the usual methods of vector addition. The magnitude of the resultant velocity is determined using Pythagorean theorem.
The algebraic steps are as follows:. The direction of the resulting velocity can be determined using a trigonometric function. Since the plane velocity and the wind velocity form a right triangle when added together in head-to-tail fashion, the angle between the resultant vector and the southward vector can be Boats And Streams Problems For Bank Exams Report determined using the sine, cosine, or tangent functions. The tangent function can be used; this is shown below:.
If the resultant velocity of the plane makes a Like any vector, the resultant's direction is measured as a counterclockwise angle of rotation from due East. The effect of the wind upon the plane is similar to the effect of the river current upon the motorboat. If a motorboat were to head straight across a river that is, if the boat were to point its bow straight towards the other side , it would not reach the shore directly across from its starting point. The river current influences the motion of the boat and carries it downstream.
The resultant velocity of the motorboat can be determined in the same manner as was done for the plane. The resultant velocity of the boat is the vector sum of the boat velocity and the river velocity. Since the boat heads straight across the river and since the current is always directed straight downstream, the two vectors are at right angles to each other.
Thus, the Pythagorean theorem can be used to determine the resultant velocity. What would be the resultant velocity of the motorboat i.
The magnitude of the resultant can be found as follows:. The direction of the resultant is the counterclockwise angle of rotation that the resultant vector makes with due East. This angle can be determined using a trigonometric function as shown below.
Motorboat problems such as these are typically accompanied by three separate questions:. BWS has sailed countless miles with staysails set free-flying and captured on booms. The new Hoyt jib boom is a huge improvement, allowing you to adjust the shape of the sail for wind strength and wind angle like never before. As we charged along at eight-plus knots on the second night out, we noted how well the staysail set and how much added power it gave us. The chain plates for the mainmast are positioned all the way outboard, and at first the requisite spreader width seemed atypically wide for a modern oceangoing footer.
But advantages of such wide shroud vectors include increased support of the mast with Boat And Stream Problems For Bank Exams Video reduced rig compression, and of course uncluttered side decks. The downside of outboard shrouds is the resultant wide genoa sheeting angle. But sailing upwind in moderate conditions, we noted that the sails smartly 45 degrees off true wind � closer to the wind than we would have guessed without seeing it for ourselves.
Island Packets are pure cruising boats, so the design of the deck and accommodations plan is aimed at safety and ease of handling foremost, and comfort a close second. The cockpit is deep and the seat backs high enough to provide both good back support and protection from deck wash. In the Stream, we took breaking waves on the foredeck regularly and occasionally got caught by a sneaky broadside number that covered us in spray. But our seats remained dry, and under the large canvas dodger it was possible to remain on deck without full foul-weather gear.
The side decks are wide and unobstructed. With low bulwarks at the hull-deck joint, security on deck is enhanced while dropped tools and clevis pins stay on the boat instead of bouncing directly into the drink.
This vessel is intended to be taken off the beaten track, so anchor systems are set up to be easy for one person to use. The anchor well is split into two compartments; two anchors and complete rodes can be in place and ready to use at all times. The anchors sit on rollers on either side of the short bowsprit. Extending the anchor rollers on the sprit allows the anchors to be kept out of the way of sails and sheets; the sprit arrangement also keeps the tackle � all chain on one � away from the bow and the gelcoat.
Looking at the numbers, the 's non-dimensional ratios show a boat moderate in all respects. At , the boat is designed to give her crew an easy ride with reasonable speed potential.
Certainly our positive Gulf Stream experience with a full main and staysail in knots of wind speaks to this. All designs are a compromise to a certain extent, yet in the , as in so many of the other Island Packets, Bob Johnson has managed to stay remarkably true to his concept of a comfortable, handy cruiser, easy for a couple to sail.
Construction There's nothing like a falling off a wave at nine knots in the middle of the night to give a you an idea of how well a boat is put together.
The crunch at the end of the fall can make bulkheads creak, cabinets fall open, head modules flex, chain plates groan and engine mounts shift. Do it all night, as we did in the Gulf Stream aboard So Excited, and the test takes on some reliability. This is particularly true of a brand-new boat on a shakedown cruise. The short report is this: Everything worked as intended, nothing broke, no water infiltrated strange places, nothing groaned or shifted.
The longer report has to start with the notion that we expected to have some breakage on the way to Bermuda. The boat was brand-new, and it had been fitted out recently with an extensive array of systems. Perhaps we were lucky. But I think not.
The is well put together in the context of offshore sailing, harboring construction techniques and materials that Johnson and his team at IP have been refining for 20 years. The solid laminate hull is laid up with tri-axial cloth under pressure to guarantee high strength-to-weight ratios. Ballast in the keel is internal and enclosed, sealing the keel and creating a second bottom in the hull. The interior furniture sits on an interior floor pan, while bulkheads are tabbed to the hull and deck.
The deck is cored with Polycore � a proprietary micro-balloon filling that provides the panel stiffness and insulation needed in the deck without the potential problems associated with balsa and plywood-cored decks. IP is the only builder BWS knows of using this type of core system, so we can not report on its efficacy on the basis of any other sources. However, IP is so sure of the system that it offers a year warranty against deck degradation.
A similar year warranty is provided against osmosis in the hull. The boat's chain plates, as noted above, are outboard and fixed to the hull with a belt-and-suspender system of double welds, embedded in fiberglass and reinforced with uni-directional glass and bi-axial glass run fan-like well down into the nether regions of the hull. It's a proven, time-tested Island Packet system.
Engine mounts, mast step on the keel , volt wiring system all number coded! As we crawled around the bilge of the boat while on the way to Bermuda, the tidiness and thoroughness of the construction process wasevident.
And after three days at sea, the bilge was dry, too. Performance When talking about cruising boats, the word "performance" invariably stirs up that loaded question: What do we really mean by it? Straight-line speed? Tacking angles?
Fuel and freshwater capacity? Heavy weather ability?
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