See full version: Pilot House 20
Oli has been around boats his whole life recently spent several years working in the Mediterranean for a marine engineering business, he is a qualified water sports and powerboat instructor and with an extensive technical knowledge welcomes the opportunity to discuss your own specific plans and requirements for a new boat. here
The hull features a reasonably deep forefoot with fine forward sections and pronounced flare developing into a moderate V aft. The resulting shape, combined with a moderate beam/length ratio, results in a dry, comfortable ride in rough seas making the Pilothouse 20 a favourite.
Originally developed from the highly regarded Day Angler 19+, and now in its fourth generation the Pilothouse 20 is the smallest wheelhouse model in the range with a safe and secure, lockable wheelhouse providing ultimate 'year round' protection from the elements and commanding views from both the helm and Co-pilot seat. here
With shovel and wheelbarrow he built a little dam between the houseboat and the river, and waited for a freshwater pond to form. more
Once back in the fold, the houseboat became known as the Houseboat Health Kitchen. It hosted cooking and nutrition classes in conjunction with the chain of Health Food Centers, on the third Wednesday of each month. [links]
In 1927, a wooden railroad barge scavenged from a shipyard became the foundation for a white house, two stories tall, built Southern-style with wraparound porches on both levels. With the addition of a paddle wheel, it would have resembled a Mississippi river queen. Because it was built on a barge, however, the house did float.
The big problem was the hull. It had holes in it, but on top of the barge sat two perfectly good, if slightly worn, floors worth of house.
Capt. Will, short for "Will-oughby," knew how to mix business with pleasure. Accordingly, each fall, he would invite family, friends and business associates to come aboard for a hunting party, and then the steam tug Carl D. Colonna, named for Capt. Will's brother, would tow the houseboat to the Albemarle Sound in North Carolina.
A stranger came out of the pilothouse of the Resolute, carrying a big leather suit-case. more
"Mr. Brickland says he has steam enough," said Landy Perkins, reporting to me at the pilothouse . [links]
The two flattened their backs against the pilothouse and sucked in their guts.
An hour later I am in the pilothouse , looking down upon what was once the channel of a peaceful river.
On all points of sail, the synergy between motoring and sailing produces a net gain in speed over what would be possible with either alone. The speed gain is in fact greater than one would expect. When motor-sailing, 3 knots worth of fuel gets you 7 to 10 knots of boat speed. Naturally there must be optimization of the sailing course, since in this mode you are operating primarily as a sailing vessel, with motor assist, and the heading must be suitable for sailing. And of course when under sail alone there is zero fuel use. At today's fuel prices, that is saying something. The sailing rig must be set up to be easily handled. Once that's accomplished, the sails will not be any more hassle to handle than paravanes. If the hull shape is designed for maximum efficiency rather than just simply to enclose an enormous volume for accommodations, she will also be a real blast to sail! When motor sailing to windward or on a reach, the sail rig accomplishes roll reduction, produces a big gain in comfort, and provides a very welcome gain in speed and efficiency. On a reach or off the wind, there is little need for the engine.
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Is there a reason to prefer one rig type over another? Of course each sailor will prefer one rig type over another, and wherever there is a strong preference there is ordinarily little point in arguing the point. For one perspective on the choices involved, please have a look at the web page, "What's the Ideal Sailing Rig. "
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Among the most fundamental of issues with the concept of a motor-sailer is the commonly held notion that such a vessel must be 50% motor boat and 50% sail boat, implying that the vessel will be only half as good at each task. Emphasis on Sail: A motor-sailer in its ideal form will be 100% sailing vessel, and 100% power vessel. When it is desired to motor most of the time then one can simply use the engine, assuming it is of adequate capacity and there is enough fuel for true passagemaking. With an uncompromised motor-sailor such as this, the boat will also have been designed to function supremely well as a sail boat. It turns out this is not so difficult to achieve, since the requirements for moving through the water efficiently at what is essentially sailing speed are not much different in a true displacement power vessel than in a sailing vessel. Naturally there are optimizations for a motor-sailer that will be powering most of the time. One of the first and most obvious choices will be to provide a comfortable pilothouse rather than the open cockpit of a sailing vessel. The design may be given a higher bow for the inevitable times spent powering into the weather. Freeboard, within reason, is to be desired. However, excess freeboard provides windage, weight, and vulnerable structure up high. structure that cannot be reefed when the weather kicks up. Broad beam is often equated with comfort. This is decidedly not so. Excess beam makes a vessel's motion more harsh with higher rolling accelerations. Excess beam also increases the overall resistance per ton. There must be sufficient beam for good sail carrying power, but no more. Emphasis on Power: Certainly one can create a motor-sailer that has a greater emphasis on power. One can for example design a motor vessel with a good hull form for both powering and sailing, with a "powerboat-like" layout, and with a modest "get-home" sail rig. This combination will offer the simplicity, silence and joy of sailing when the wind favors, in addition to the peace of mind that comes with knowing that a mechanical failure will not jeopardize the safety of the voyage.
Based on my own experience with motor sailing, I prefer a good sailing rig over stabilizing fins and paravanes. Dragging paravanes through the water generally seems to knock almost a knot off the boat speed. That said, we have developed a series of streamlined, NACA foil shaped paravanes that cut the usual resistance by more than half - an excellent choice if paravanes are required. Paravanes or active stabilizers however will not bring you home in the event the machinery stops. A good sailing rig will bring you home, and usually adds several knots to your boat speed. With today's fuel prices, the extra nautical miles per gallon are welcome in the extreme. In this sense alone, practicality most definitely favors the motor-sailer.