Weather, temperature and gales near Cape Horn also more on the mowing lead

The US have pilot charts, the UK have routing charts. Their purpose is to help the navigator to plan his passage. The US ones used to be very good. I did study them a lot befere my 1969 sail to Rio de Janeiro. There is no copyright on US govement publications. The idea is that if anyony can copy and sell them cheaper than the gouvernment very good, but somehow it seams that the US have lost interest in them. Admirality UK on the other hand have improved their routing charts a lot. They are now superior although they are not as complete as the US in some respects. The prudent navigator like me study them boath. Here is the January weather, air temperaturre and gales for Cape Horn. A quick look confirms that it is no trade wind sailing. It is however an in interesting problem. 50° south in the Atlantic to 50° south in the Pacific is the traditional norm for a Cape Horn passage, a Cape Horn doubling. Also spliced is me moving the lead whights in the boat. The work position is very comfortable. I get a good grip on the lead also a good grip on the string. Now in the beginning my making the knot is very clumsy but I will learn. With training I will get good at it. Also it is not something neccesary it is an extra For more see Yrvind,com There you can support my project with donations via Pay pal and Swish 0706 200 550

The US have pilot charts, the UK have routing charts. Their purpose is to help the navigator to plan his passage.
The US ones used to be very good. I did study them a lot befere my 1969 sail to Rio de Janeiro. There is no copyright on US govement publications. The idea is that if anyony can copy and sell them cheaper than the gouvernment very good, but somehow it seams that the US have lost interest in them.
Admirality UK on the other hand have improved their routing charts a lot. They are now superior although they are not as complete as the US in some respects.
The prudent navigator like me study them boath.
Here is the January weather, air temperaturre and gales for Cape Horn.
A quick look confirms that it is no trade wind sailing.
It is however an in interesting problem.
50° south in the Atlantic to 50° south in the Pacific is the traditional norm for a Cape Horn passage, a Cape Horn doubling.
Also spliced is me moving the lead whights in the boat. The work position is very comfortable. I get a good grip on the lead also a good grip on the string.
Now in the beginning my making the knot is very clumsy but I will learn. With training I will get good at it.
Also it is not something neccesary it is an extra
For more see Yrvind,com There you can support my project with donations via Pay pal and Swish 0706 200 550

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Mockup – No Ballast, Deckhouse Buoyancy for Self Righting
Sven Yrvind

Mockup – No Ballast, Deckhouse Buoyancy for Self Righting

This Youtube channel is about me Sven Yrvind. I am 87 and a half years old dyslectic solo sailor. I am building a plywood test boat for a Divinycell and NM-epoxy high-latitude cruiser. She will be about 4.5 meter or 14 feet and 9 inches long, the beam 1.36 meter, 4 feet 6 inches. She is a two mas...
The two bulkheads weakly installed.
Sven Yrvind

The two bulkheads weakly installed.

This Youtube channel is about me Sven Yrvind. I am 87 and a half years old dyslectic solo sailor. I am building a plywood test boat for a Divinycell and NM-epoxy high-latitude cruiser. She will be about 4.5 meter or 14 feet and 9 inches long, the beam 1.36 meter, 4 feet 6 inches. She is a two mas...
The Outer Coaming and Fiberglassing the Inner One.
Sven Yrvind

The Outer Coaming and Fiberglassing the Inner One.

Sven Yrvind fits the outer spray skirt coaming and laminates fiberglass onto the inner coaming in his workshop, refining his rope attachment setup and filleting the joint defenses.
Starting the Inner of Two Spray Skirt Coamings.
Sven Yrvind

Starting the Inner of Two Spray Skirt Coamings.

Sven Yrvind works in his workshop cutting and fitting inner and outer spray skirt coamings, detailing kerf measurements and fiberglass reinforcement.
Cutting the Divinycell Bulkheads.
Sven Yrvind

Cutting the Divinycell Bulkheads.

In his Västervik workshop, Sven Yrvind shapes composite bulkheads and constructs rounded hatch coamings with dual spray protection for his compact ocean cruiser, verifying hull symmetry and deck crown alignment.
Laminating the Two Bulkheads.
Sven Yrvind

Laminating the Two Bulkheads.

Sven Yrvind numbers and lays out fiberglass cloth before laminating two bulkheads with epoxy resin in his Västervik workshop for his 4.5-meter high-latitude cruiser test boat.
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