We’re starting to get into the meat of the sea trials, checking cruise speed against RPM, fuel burn rates, and motion. The screen above is one of 16 available from the NMEA 2000 Maretron display. This system is tied to the Deere engine monitor and amongst other things shows fuel burn, mileage, and in this case engine RPM and speed over ground from the GPS. Of particular interest is the fuel burn data.
Sea trials are a busy time with testing, sorting out the inevitable gremlins that are part of a new boat, and learning how the boat performs. Our time to document the boat is limited – this is being written at 0430 – and we’ll have lots more details to share a week from now. For today here are a couple of items that have caught our eye.
We’ll start with this look at one of the two galley floorboard openings into the “basement”.
Here is a photo we, Circa, and the four sets owners have been waiting for – Avatar, the first of four FPB 64s at anchor.
Lets check out a few of the mast details. We’re looking at the top of the foremast.
Are you ready for more deck details? We’ll start with some of the gear which is incorporated with the rub rail.
Although the bare aluminum exterior is functional it also works aesthetically. One of the keys to this are stainless steel details which offset the bare aluminum. As Circa have their own stainless fabrication facility, it provides a wonderful opportunities to demonstrate their prowess in this regard.
Perhaps a few photos of the deck details will be of interest. We’ll start with an occasion of sorts, the first anchoring. The bollards port and starboard work well in high load situations. Note the depressed foredeck well which serves two functions. One, it reduces the height of the windlass and Sampson post so they interfere less with your seated view on watch. Second, the well works to contain mud coming off the anchor.
The first FPB 64 carries a 13 foot long by 6.5 foot wide inflatable. Powered with a 50HP Yamaha it has the space and grunt to carry four divers and their gear at speed to distant dive spots. But how does it work with aft deck layout, and during launch and retrieval?
When we see one of our “children” afloat for the first time, in person, it is always a thrill, tinged with apprehension. This time was no different. OK, the FPB 64 looks cool, but what about those thousands of details which go into a project like this, how do they work out?
Lindsay Turvey sent us this photo of the first time away from dock for Avatar (years ago Lindsay took part in a Queen’s Birthday storm rescue and sent some amazing sea state photos which are in Surviving the Storm). The FPB 64 is obviously floating high, but is she high enough?
We’ve been showing you build photos for so long we figured might as well give you a look at things during the last few days the first FPB 64 is coming together (before she is ready to “show”). It is amazing what being able to look outside the great room windows does for the feeling of spaciousness.
By the time we see a new design afloat we’ve been “pregnant” with it for so long we just want to get the it over with. This process of designing and building is intense, and it really gets pressurized the last six to eight weeks as the builders sort out the last few details and push for launching. But once we and the builders see a photo like this – the boat floating on her lines – and the initial performance data confirms the preliminary concept of three years prior – the effort is worthwhile.
We’ll have lots of information over the next few weeks as we go through sea trials. This will be organized in the three categories below this blog on the front page and sidebar (Sea Trials, FPB Series Notes, and Updates).
Although we have many tools with which to analyze design efficiency one of our favorites is looking at the bow and stern waves. This has to be done in the context of the design objectives, hull loading, and speed length ratio at which the hull is running.
There are numerous propeller variables in displacement yacht design. Given the restrictions of draft, and the massive drag to be overcome with most ocean crossing yachts, props are forced into a predictable pattern.
However, the efficiency of the FPB, and the low cruise power needs, allow a variety of options.
Although we have shown you the fins in the past this is the first chance we have had to show them in an uncluttered environment. The rudder is enormous by normal standards and in close proximity to the propeller. This offers numerous benefits:
With the FPB 64 out of the clutter of the building hall we thought you might like to see few photos of her hull shape. We’ll start with the bow.
A challenge for your power of observation. What is different in this view?
We don’t know about you, but it gives us a thrill to see a new boat finally out of the building shed. But hanging in the slings, the buzz is tempered by a nagging worry about where the boat will float.
First photos of Avatar afloat. She is in light ship trim plus tools, ground tackle, and dinghy. There is just 1500 liters of fuel aboard, and some water. Note the clean wake at slow speed.
The day we have been waiting for has arrived. FPB 64 number one is hanging in the slings, ready for launch. In the next few hours we will know how she floats, what the handling is like, and if the performance calculations are correct.
Lots more photos coming shortly.
We look at tying up to a dock as a two phased process. Coming in, we want maximum flexibility, and ease of adjustment.
The fairlead over the anchor and the related Sampson post are not easy to execute, hence a costly exercise (not to mention heavy). But we think this is a good investment in terms of weight and budget. Together these two items perform a number us useful functions:
Having the correct fit between chain and anchor winch chain wheel is critical to correct operation. Fit right, as in the photo above, and the chain strips easily coming in and runs out smoothly. If the fit is wrong, the chain will stick in both directions, and tend to build up twists. Chain wheels are also subject to wear, after which the chain does not fit well. After five cruising seasons with the FPB 83 Wind Horse we have just replaced the chain wheel.
This is going to sound a little strange, but of all the trades involved with building a yacht, the one which has historically given us the biggest headaches have been the upholsters. So far, this has not been a problem with Circa.
Various pilot manufacturers offer different ways of powering the rudder.
The norm with modern gensets is to put them in a sound shield, which has a huge impact on the noise you normally would otherwise hear. But there are tradeoffs.
We have been discussing auto pilot requirements with one of our clients and we thought a review of what makes a good pilot system might be of interest to you.
Have a close look at the interaction between the Bruce anchor and the mooring pennant in the bottom right corner of this photo. When thinking about anchor storage consideration must also be given to chafe from:
All of these functions relate to the stowage system for the primary anchor.
We’re getting close! Circa are starting to remove the protective coverings on the cabinets and prep the boat for launching. You are looking here at the galley.
Handrail design and positioning is a tricky art. You want the rails where they are convenient to use, and easy to grip, but not overbearing aesthetically. The photo above is on the starboard side of the entry landing on the first FPB 64.
You are looking at the Murphy mechanical gauges in the engine room. Notice that the center “Engine Oil Pressure” is reading 50 PSI. The engine is being tested (along with all the other systems).
It is often hard to find enough space for one let alone two dinghies. So when this motor yacht passed us in Falmouth Harbor in the UK we grabbed the long lens.
We’ve been using flat plate attachment bales for our lifelines for the last 30 years. These are exceptionally strong with lots of weld surface to carry the load. In short they last.
We’ve been noticing these Ovni 43s for years. The hard chine hull with its bare aluminum topsides stands out, and the fact that these boats are designed to sit on land or ice is additionally intriguing.
We saw Lady Salope first in Bergen, Norway,
Hi Steve,
I’ve got a Sea Brake drogue and am looking at rigging up the lines to tow it…
The manufacturers data sheet that came with it said to use polypropylene …I talked to my rigger and he said “What ? that’s nuts….I think you need 3 strand nylon or polyester to give some stretch and give for the load”
I contacted the Sea Brake folk and they said …no don’t use polyprop, use braided polyester …correct me if I’m wrong but that’s what our jib sheets are and they are low stretch..
So now I’m a bit confused…
BTW the Sea Brake is a canvas-like material which is tapered at each end with gaps in the sides aft of the largest dia and a hole at the aft end…
I’d be interested to know what you think
Best regards to you and Linda
All the best
Alan
We’ve been reviewing our logic on chain size and thought a few points might be of interest.
To begin with we have a long and successful history of using heat treated Grade 70 chain. But this gets little respect with a regulatory authority with whom we are discussing the classification of one of our yachts – hence the following comments.
Hello!
Have a question about experience with anchoring on rock bottom.
We are planning to go cruising in Croatia and we have heard that there is mostly rock bottom there, and that this may pose some problems with traditional anchors. We find it a bit strange since Croatia has a fast growing charter fleet and we cannot believe that these boats are equipped with anything else than standard anchors. We have a Rocna 20kg, one fortress kedge anchor and one fortress hurricane anchor, but wonder if we should go for an anchor more suitable for rock.
The boat is a Dehler 37 Cr, waterline length 9m, dry weight 5,6 tonnes, cruising weight probably up to 7 tonnes I am afraid.
Do you think the Rocna will be OK, or do you think we should go for another spare anchor? And in that case what type? Space and weigh will be a problem.. The boat is flat bottomed, no sump.
Have been looking at a fisherman type like the picture below, which I can find to an affordable price .. And then there is the Luke, storm anchor which is very expensive in comparison.
BTW. Hope you liked our country! Saw that you visited Norway in your logs. Did you visit Oslo?
Thanks!
Erik
Norway
Hi Steve and Linda
I am interested in sailing to Baffin Island, from the UK, and around the Labrador sea area. Could you advise me as to where I can obtain charts and infomation for these areas so I can put together a route plan.
I have enjoyed reading about your journeys and it has inspired me to see for myself.
I look forward to hearing from you.
Many thanks in advance.
Phill
We’ve been talking to various cruising friends and routers about our North Atlantic plans. The northern route via Iceland and Greenland is easy weather wise. Short hops and our boat speed means patience should be rewarded with smooth seas. Likewise the traditional tradewind route via the Canary Islands and West Indies is easy, albeit long.
It is the middle, more direct route about which we want expert opinions. While we always make up our own minds, and the final decision will rest on the weather patterns we see when ready to depart the UK, we like to get an early jump thinking about various scenarios. For part one of this discussion click here .
From time to time we check in with UUPlus for the latest info on satellite communications. This chat turned up several interesting tidbits which may be of interest.
Hi Steve,
Have appreciated your design philosophy and innovation for some time in terms of getting the best out of the comfort, speed and safety of a yacht.
Was recently looking around at a number of the more innovative french centreboard designs (eg alliage, allures, alubat omni, garcia) and would be interested in your view on their safety as a voyager.
I think Jimmy Cornell has cruised extensively on one – but that obviously doesn’t mean they are safe.
Hard to get any sort of stability numbers on them, which is obviously the first concern. Second concern I had was the ability of the shallow dual rudders to maintain steerage in large seas when running or beating.
Do you have an opinion on these at all?
Cheers
Russel
The final assembly of the first of the FPB 64s is at a fever pitch right now. The head and hull liners are now installed, and the last of the furniture modules is in place.
We previously wrote about some of the details of the FPB 64 anchor handling system. As Circa just sent us a series of photos of the main anchor (a 240 pound/110kg Rocna) being winched home we thought they might be of interest.
Another batch of photos for art planning, this time of the larger engine room areas, which bring to mind the question about the best color for engine room insulation. Above we are looking at the bulkhead over the workbench. The taped outline is 670 wide x 465 high.
We are starting to ruminate on the upcoming cruising season. In the winter, after hurricane season, we want to be in the Bahamas and spend some time in warm water, sunny weather, with lots of white sand into which we can dig our toes. The question is how do we get there from the United Kingdom?
Svalbard is as close to the pole as you can get on this planet. The anchorage above just 615 miles from the North Pole, and one of the most beautiful places we have ever been. There is a high res version of this slide show here.
The Bahamas feature warm waters, miles of untouched beaches, friendly locals, and proximity to Florida. It takes moderate draft to cruise here, but if you have it, the Bahamas are at the top of the list on where to go. Click here for a higher res version.
The Island nation of Fiji in the South Pacific and Fanning Atoll just north of the equator are two dream tropical destinations.
Click here for a high res version of this slide show.
Baha California and the Sea of Cortez is a quiet, rugged, and beautiful area to cruise. The are is filled with wild life from whales, to giant squid, to hawks and pelicans. A high res version is here.
Norway’s West Coast has some of the friendliest inhabitants to be found anywhere. There are thousands of anchorages, miles and miles of protected waterways, and several thousand years of seafaring traditions, in short, a wonderful place to cruise. A higher res version is here.
Newfoundland and Labrador are challenging areas to live and to cruise. But if you make the effort you will find this hostile environment rewarding, and the locals hard working and self reliant, not to mention friendly to strangers. A high res version is here.
A higher res version of these photos is available here.
Higher res versions of these photos are here.
Part one of Wind Horse’s final sea trial, a passage from New Zealand to Fiji, with a strong gale along the way.
Enjoy an end of summer North Atlantic gale on a passage from Greenland to Ireland.
Part one of a two part video on the design of the FPB 83 prototype. We start with a look at the historic precedents, then go into the design details including tank testing and CFD work. The comparison between the theory shown here and the reality in the various cruising videos is fascinating.
The second segment of the FPB design cycle video.
Join Wind Horse for a 2900 mile passage between California and Panama. This idyllic twelve day passage will give you a feel for the rhythm of life at sea.
The passage from Panama toward the West Indies or Bahamas is always upwind. See how Wind Horse deals with this after transiting the Canal, and then enjoy cruising in the Bahamas.
Most folks work their way up the East Coast from the Bahamas, but Wind Horse does this trip in one jump. See how she deals with the conditions.
Newfoundland and Labrador are spectacular, isolated, and rugged in the extreme, and they are a challenging cruising environment. But the scenery, inhabitants, and wildlife make it worth the effort to get there.
Greenland is one of the most challenging and beautiful cruising environments on the planet. Join us as we explore north to iceberg filled Disco Bay and south through the Prince Christian Channels.
Join us for sea trials aboard the FB 64 Avatar.
This video was taken at various times between New Zealand and Neah Bay, Washington, aboard the FPB 64 Sarah Sarah. It shows the worst of the conditions encountered and how Sarah Sarah dealt with them.
We have mentioned before we are somewhat obsessive about fire (which is why we have never had one). Watching chafe, good systems installation, and a rigorous cleaning and maintenance schedule reduce the risks to the minimum. Still, you want to be prepared for the worst, which brings us to the photo above.
Aloha Steve and Linda,
We are building a 65′ Catamaran and trying to get as much of our electricity needs from solar and hydro. We chose a Duogen turbine but so far haven’t found a way to install it in a cat. Then I read that you used a shaft generator in one of your vessels in your cruises around the world. Can you tell us the pros/cons of the system and if it could be installed in a Cat. How much power should we expect from the shaft generator? we are running a 24V system in our boat.
Mahalo for your help and safe sailing.
Lots to share this week including another sign that the first FPB 64 is getting close, the deck tread is being installed.
We learned years ago that art work – either paintings or photos – could make a huge difference in the look and feel of a yacht interior, including expanding the visual space. An added benefit is that it is easy to change what is on the bulkheads, giving you a fresh appearance from time to time. The photo above is of the salon in the 78 foot ketch Beowulf. This is a large space, but adding art to the forward bulkhead makes it feel even bigger, in addition to the pleasure of looking at the paintings.
This may seem strange, but when we are working on interior layout how the furniture works with art is a key design consideration.
We’ve often wrestled with the decision on dinghy size. Bigger dinks are drier and typically have a more comfortable ride. They also carry more people and gear. On the other hand, past a certain point, the weight of the larger dinghy makes it impractical to drag ashore. For the two of us anything over 300 pounds (136kg) is going to need an anchor off the beach.
The Owners of the first FPB 64 are avid divers. They want a dinghy that can take four passengers and their SCUBA gear at speed to their destination. On their previous yacht (a Sundeer 64) they were limited to an 11 foot (3.4m) inflatable. The FPB 64 aft deck offers more options.
Here is one of those small but important cruising details, a side boarding ladder. We are on Mk IV on Wind Horse, so this one should be perfect from the start.
You are looking at a small but important design detail, the window in the engine room door, and the view through it. Note that the mechanical Murphy gauges (center left) are easily noted without opening the door. If you have good eyesight the gauges on the watermaker are also in view.
