Why would a 'sugar scoop' transom be a problem in a seaway, given
mostly-competent design & construction of the boat?


Capt.Mooron wrote:
Well... it's a fgree entry point for inwash.

Not if the boat is designed with good reserve bouyancy in the aft sections.

.... Not a terrible thing if you
have proper watertight companionway fittings and will drain as easily as it
fills .... but still the design allows much more water into the cockpit
than the standard enclosed type.


I disagree strongly. In fact, having sailed many open transom boats in
pretty good seas, I can remember very few times having water come in
astern. And those times were in waves steep enough (or breaking) that
they would have washed over top of any transom (or pointy stern) too.

In fact, the one boat I've sailed a lot and is mentionable as having a
tendency to stick her stern into following seas is an old classic
counter-stern sloop. Elegant, and from the looks of that long overhang
you'd think she'd lift readily to waves from astern. But that turned out
not to eb the case. A great boat in many other respects though, and
beautiful enough to be forgiven this flaw... besides, she also had the
classic small cockpit...



That's because they were either not fast boats to begin with, or because
they were incompetently sailed.


Amend that overly harsh statement to "not sailed with high degree of
racing competence."


Well that would assume my competency and the assumption the other vessels
were crewed by incompetents. I doubt that was the case Doug. I attribute it
to the facility of my vessel in rough seas. They seemed to "pound" much more
to windward. They also seemed to lack momentum to overcome the sea state.


If they're pounding and "lack momentum" then they're being sailed
wrong... specifically, they are pinching. There is a time to feather up
when overpowered, but it's not when consistently overpowered with seas
sweeping you to leeward. Also, boats don't pound (or at least, nowhere
near as much) when depowered & footed off.



On it's best day, your boat is going to have a very hard time putting in
200+ miles days, which should be easily achievable with a racier boat in
good driving conditions.


I can maintain an easy 7 knots in good winds, even in roughest seas. Some of
the other vessels can surpass that ... but not continuously for long
durations. That may be my boat's advantage.


What do you call "long duration"? All the way across? Why would any
competent crew stop driving their vessel when sailing conditions were good?




As for going DDW in a blow, it can be done... and is done... pretty
regularly by good racing crews, unless it's faster to reach. Shucks, I've
raced Lightnings and 470s, including a few memorable spinnaker runs, in
winds north of 40 knots. It's fun!


I met with the Captains after the race... none to a man would have dared try
that with their boats except for one really competitive racer... he dropped
a reef and changed headsails to catch up... he broached.

And didn't get going again?

Hell, I've raced some lightweight flyers that broached under spinnaker
every 5 minutes, and still hit 18 knots and passed boats on the run.

Like I said, the problem here is that you're apparently not racing
against guys that are driving hard & fast.



I can't match a fin keeler on harbour races... my vessel isn't designed for
that. Given the proper conditions.... it can achieve it's potential and
that will outstrip some racing designs.

Y'know, every crab crusher sailor says that, then when I ask "what
racing designs" it turns out that they consider a slightly less
crab-crushy boat to be a "hot-shot racer" and don't really want to put
it to the test.

I'm kind of surprised that the Contessa 32(s) sailed in your club can't
keep up with you in a blow, those are supposed to be good heavy weather
boats.


... Overall it's a comfortable vessel
with an adequate turn of speed. It's forgiving and well mannered.


And those are very good characteristics. Good steering characteristics,
especially in following seas, is also very desirable.

Fresh Breezes- Doug King