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Personal Watercraft for Sale View All. Liked it? Share it! Facebook Twitter. Zuzana Prochazka is a writer and photographer who freelances for a dozen boating magazines and websites. A USCG Ton Master, Zuzana has cruised, chartered and skippered flotillas in many parts of the world and serves as a presenter on charter destinations and topics. She contributes to Boats.
Amel 64 Cannes, Alpes-Maritimes, France. Hallberg-Rassy 64 Pisa, Italy. Oyster Palma de Mallorca, Spain. Hylas 66 Saint Augustine, Florida. Mason 63 San Diego, California. Hylas H60 Miami Beach, Florida. Irwin 65 Sailboat Manufacturers Logos For Marmaris, Turkey.
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The rudder would of course be balanced in order not to strain the helm or autopilot too much. It would be at the same time be fully supported by the keel with a lower bearing, and fully protected by the same keel. This also meant that the controllable pitch propeller would be fully protected, and the propeller would be very close to the rudder for superior handling in port.
On the outside of the engine room each side, through the side decks, there would be Monohull Sailboat Manufacturers Yahoo asymmetric daggerboards. These would provide a lift to windward equivalent to a modern fin-keel yacht with 2,8 m draft.
If one of the daggerboards got damaged in the Antarctic, the yacht would still be able to keep sailing. She would lose that last edge to windward, but that would be all. Outside of the dagger boards, towards the hull sides and under the side decks, this would leave an empty space each side. Unless we put ballast tanks there. Again, with the combined stability gained by the filled windward tank together with the lead keel, this would provide the equivalent kind of righting moment that one would expect from a modern fin-keel yacht with 2,8 m draft.
So, essentially, we were creating a totally safe yacht with 1,6 m draft that would behave like it had a modern cruiser-racer fin keel 2,8 m deep. Maybe the real beauty of this concept is the ability to dry out. The dagger boards serve as perfect legs. And the yacht would in such case rest on its keel bottom, not on the hull itself. In contrast, drying out with a lifting-keel boat could be a nightmare if you discover that the hull plating is sitting on a boulder.
With the thick sole of this long ballast keel resting onto the sea bed, one will still be safe. T aking all aspects in account, we knew this design was as safe and amphibious and fast and simple we could come up with for a ton, world cruising foot sailing yacht.
During the build, however, a decision was made not to build the daggerboards. This was all expected, because even if she is on the medium to heavy displacement side of the scale, she is a slippery boat with a long waterline and a very fine entry. She was easy on the helm and felt nimble to handle. Everybody perched in the forward sheltered part of the cockpit or inside the pilot house.
As we headed up close-hauled, the speed dropped to 8,2 � 8,5 knots. The yacht made approx. The wind was a steady 24 knots, occasionally topping Still with a reef in the main, we hoisted the mizzen. The speed increased by perhaps two tenths, she needed a little more helm and if the mizzen was sheeted hard the pressure on the wheel increased but still not enough to make steering heavy.
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