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el cid

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  1. I still wonder if both cables weren’t left turned on the drum. Even with the pawl engaged, an anchor could be lowered by letting the line slip around the drum in a controlled manner. To me this would be a much safer method for dropping anchor than just cutting it loose to run out wildly. And if turns weren’t on the drum before anchoring, when weighing anchor the crew would have to haul up all of cable from below (and I suspect the bitter end was secured to a hard point in the hold), and thread the end of the cable around the drum several times and then feed all the excess cable back down below. If anchored in shallow water, that could be a lot of excess cable. FWIW, Keith
  2. Hmmm, good one. Perhaps both cables had turns on the winch but the turns for the one not being worked were left slack or loose around the winch barrel. A winch or windlass will only take a strain when there is tension on the inboard end of the line, otherwise the line will slip. Having turns around the winch or some some other hard point would also help the crew control the anchor as it’s dropped and the ship backed down to set the anchor. Having handled my fair share of mooring lines, it wouldn’t be fun hauling all the line out of the cable tier to get to the bitter end so as to get it off the winch, but maybe that’s what they did. HTH, Keith
  3. My guess would be that after the first anchor is set, the cable was “stoppered,” taken off the winch, then turned around an appropriate hard point (eg. riding bitt). Then the cable for the second anchor was taken to the winch and the process repeated. Curious to learn if there was another method. Cheers, Keith
  4. Be careful with the two-part epoxies too. Not sure if it’s the resin or the catalyst, but I understand it’s common for people to develop a contact sensitivity to something in the mix.
  5. I recall a wise man advising us all to take care because "Every one of you, in my opinion, is a master modeler and we need to keep that talent intact." Glad you caught your plumbing problem in time and you'll be staying with us. Wishes for a quick and uneventful recovery, Keith
  6. Wish I’d have known about this show, I would have driven over for the day too. Thanks for posting the photos. Cheers, Keith
  7. I really like the added bolt detail, as you say, they’re pretty prominent on the prototype. Not to derail Jon’s log, but does anyone know if these would be a common construction feature on other vessels of the period (eg. the US Brig Syren)? Any references to recommend re: this shipbuilding practice? Thanks ahead, Keith
  8. Have you seen these resin dry transfer rivets? I haven't used them myself, but might save considerable time. https://www.archertransfers.com/PAGE_Rivetpic.html Cheers, Keith
  9. Seems on many hand windlasses the holes for the handles (spikes?) were alternated on the windlass barrel. This would allow multiple teams of men to provide continuous power...one team beginning a pull, one ending a pull, another repositioning their spike, etc. Slow by today’s standard, but what isn’t? What the “ancients” lacked in technology they made up for with time and man power. I used to work on cars a lot, mostly with just hand tools. Removed and tightened many bolts with simple combination wrenches (when a socket wouldn’t fit). Slow going, but effective. Cheers, Keith
  10. Yeah, I know what you mean. The bar has been set pretty high. Still fun to learn new techniques from the masters here and attempt to emulate.
  11. While this horse has been thoroughly beaten, I wouldn’t consider the vessels pictured in the original post “small boats.” Cheers, Keith
  12. Re: the comparison of modern powered vessels to these vessels. I would note that the sailing vessels pictured weren’t necessarily small for their period. And functionally they were perhaps equivalent to a 20th century frigate, destroyer escort, or destroyer. And Naval customs, including the duties and responsibilities of deck officers and ship’s crew is remarkably unchanged over the centuries, no matter the size of the vessel. So while puzzling to private mariners that “drive” their own vessels and must see where they’re going, Naval vessels are fundamentally different and the helmsman is just a cog in the machine. Cheers, Keith
  13. Can't speak to the practices used during the age of sail, especially merchant vessels, but current practice in the US Navy is that the helmsman only follows the orders of the conning officer. The helmsman doesn't really need forward visibility; he/she is given a rudder order and/or a course to steer and that's it; his focus is on the compass card. They may make minor adjustments to maintain course or heading in a given sea state, but they don't make ANY course changes or rudder shifts without a very explicit order from the conning officer. The OOD, conning officer, and lookouts (and CIC crew on modern ships) are observing the "outside world," not the helmsman. FWIW, Keith
  14. Gotta keep sailors occupied to keep ‘em outta trouble.

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