The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.
Classic hull speed formula:
Hull Speed = 1.34 x √LWLA more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.
SA/D = SA ÷ (D ÷ 64)2/3
A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.
Ballast / Displacement * 100
A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.
D/L = (D ÷ 2240) ÷ (0.01 x LWL)³
This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.
Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam1.33)
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
CSV = Beam ÷ ³√(D / 64)
The FRISCO FLYER was first produced as the PACIFIC CLIPPER and later as the OFFSHORE 26. The name “Frisco Flyer” originated with the Richard Reed, yacht brokerage in San Francisco. Their brochure decribed it as a “modified Folkboat.” The FOLKBOAT was originally designed by Tord Sunden, and modifications to the design were made by unnamed Cheoy Lee staff. There are three types, all available with various options (diesel vs. gas, stainless vs. plow steel rigging, canvas vs. teak decks, etc.):
a. PACIFIC CLIPPER: all teak, small trunk cabin, original Folkboat-like fractional rig with double spreaders and returning shrouds. Sometimes referred to as a FRISCO FLYER Mark I.
b. FRISCO FLYER Mark II, larger teak trunk cabin, masthead rig.
c. FRISCO FLYER Mark III, larger teak doghouse cabin, some standing headroom, masthead rig.
The first FRISCO FLYER was built in 1957 and made two single-handed Atlantic crossings that year.
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