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 Power BoatsA selection of plans for building your own power boat. Inboard and outboard designs are detailed. Horse power ratings, achievable speeds and water ski information are all included in the description of each plan.  Blue Marlin 30 Blue Marlin 38 Fast Worker 25 – 27 Fisherman 18 Flareline 15 Flareline 18 Flareline 20 Marksman 22 Marksman 27 Marksman 34 Marksman 37 Samson ‘C-Catcher’ 50 Samson ‘C-Fisher’ 54 Samson ‘C-Gleaner’ 44 Samson ‘C-Horse’ 38 Seaharvester 34 Seaharvester 37 Searaker 37 Seaworker 37 Spearfish 12 Sportsman 22 Sportsman 24 Sportsman 27 Sportsman 34 Sportsman 37 Tahitian Fisherman 45-50 Vixen 20 Cruiser Vixen 20 Sports Vixen 25 – 27
Eric SorensenPowerboat Designer Eric Sorensen is a prominent writer on boat design who has written hundreds of boat reviews. He created the J.D. Power marine practice after serving as a U.S. Navy officer aboard four warships. Eric’s interest in analytical boat reviews led to his publication of Sorensen’s Guide to Powerboats textbook that is presented here . Eric has turned his attention to powerboat design with his introduction of Sorensen Yachts . The Guide to Powerboats is also available in hardcopy at Amazon .  Sorensen Yachts 52 Jeff Dorfman is Founder and Commodore of Rye Yacht Club in Rye, NY, a waterfront suburb of NYC. He is Publisher of SuperYachtDesigner.org and PowerBoatDesigner.org . Jeff was an early internet entrepreneur who was generating over 100 million ad impressions a year. He is a retired NYC doctor and professor. Jeff currently focuses on intellectual property and venture capital in Brickell, Miami.  Eric Sorensen and Jeff Dorfman aboard JAWS II Get in touchRecommendations
 Your shopping cart is empty!  Featured Categories Sailboat Plans 18-30ft Sailboat Plans 30-40ft Sailboat Plans 40-65ft Spray Plans 22-55ft Powerboat Plans 21-65ft Photo Gallery Boat Building Information Boat Building MethodsBruce roberts sailboat and powerboat designs, & boat plans for the diy boat builder, bruce roberts international, the original bruce roberts design office began life in 1968 in, queensland, australia. we are still located in queensland, australia and in 2010 had a name change to fine line boat plans and designs. read more on our history on about us .. For over forty five years the Bruce Roberts Group, with input from many designers, shipwrights, builders and owners, have been drawing detailed boat plans for sailboats and powerboats with the DIY boat builder specially in mind. These boatplans & designs range in size from 5.8 mts to 20 mts and can be built in many different materials. We have boat plans & designs for building in steel or aluminium in either multichine, radius chine or round bilge hull forms. Most boat plans & designs are also in fibreglass using either c-flex, foam sandwich or single skin hull construction methods or in cold moulded ply or strip plank using what is commonly know as wood epoxy boatbuilding. Thousands of boats marketed as Roberts designs have been built in backyards and successfully sailed around the world. Our range of boat plans & designs include the:- Roberts, Waverunner, Trader, Spray, Centennial Spray, Coastworker, New York, Adventurer, Tom Thumb, Henry Morgan, Offshore, PCF, Mauritius / Norfolk, Classic, Power Cat, Trawler Yacht and the Longboat. In our archives are nearly all the boat plans & designs that we have designed over the years. If you are resurrecting an older Roberts boat then it is very likely we will still have the drawings to help. The emphasis has always been on safety and the fact that when building your own boat you can not only build for less but can build what you want, not what a boat salesman tells you you need . The boat plans come with full size frame patterns and detailed construction drawings as well as information on building one's own tools, fitting self steering vane, mast, trailers (for trailerable boats) etc. Featured Boat Plans Waverunner 38 Boat PlanRoberts Waverunner 38 Many examples of this design are already in service around the world and it.. Trawler Yacht 45-48 Boat PlanRoberts Trawler Yacht 45-48 For further information and specs on these designs please&n..  Waverunner 25 Boat PlanRoberts Waverunner 25 This design has been especially designed for steel construction and special..  Coastworker 30 Boat PlanRoberts Coastworker 30 Powerboat Full construction plans are available to build this design in st..  Centennial Spray 36 Boat PlanRoberts Centennial Spray 36 As there are over 1,000 Bruce Roberts’ SPRAYS being built worldwide, ..  Waverunner 65 Boat PlanRoberts Waverunner 65 This large Motor Yacht is available either in displacement or semi displace..  Offshore 44 Boat PlanRoberts Offshore 44 This design has appealed to many serious cruising sailors, and is a timeless ..  Canoe Stern 341 Boat PlanRoberts Canoe Stern 341 Designed by Graham Shannon this is for those of you that are looking for .. Bowdidge Marine Designs BOATING Proudly Australian DesignedFrom the first sketch on the drafting board to the finished computer 3D modelling and CAD plans, every boat is designed in house by Mark Bowdidge (MRINA) himself. After nearly forty years of building and designing boats, every design is specifically designed for Purpose, Performance, Seakeeping and Safety See HERE for more  What Our Customers Say Andrew Every time I take it out I am just amazed at how it goes, had it in all kids of conditions, from dead flat glassy to 1.5 to 2m swells with a bit of chop. It just feels like I could take it anywhere, its so solid and safe. Lance (NZ) The full bow section combined with fine entry and deep v make for a stunning ride. Steve was blown away at just how well it went. He took the wheel..... You should have seen the grin on his face. Nothing flustered it at all, it wasn't exactly calm. 15 -20 knot southerly wind, in coming tide made for sloppy confused sea conditions. The boat just ate it up. GB Marine (Western Australia) Once at WOT and hitting 70 kph (38 kts), the only thing I desired was more hp, as this boat is the most viceless centre console I have ever driven! Lots of boats can go fast, but this one turns also. Graceful arcs, gentle turns, easy. But if the mood takes you, full speed hard cornering is fun. I would recommend this hull to even a first time boatie. Its viceless handling, common sense layout and ride throughout being the stand out features.  Professional BoatBuilder MagazineCfd for powerboat design, part 2. By Clay Ratcliffe , Jul 20, 2021  Computational fluid dynamics (CFD) modeling of the aerodynamics of a Doug Wright Designs 32′ (9.75m) high-speed catamaran revealed that while it ran at 100 mph, air compressed between the hulls, deck, and water was creating a backflow high in the tunnel and leaking out the front to mix with the airflow over the deck. CFD analysis of hull aerodynamics holds the potential to answer many performance questions, including the cause of an infamous side-by-side blow-over of identical high-performance catamarans during competition in Key West in 2019. In Part 1 of our series “ Accommodating Higher Power ” (Professional BoatBuilder No. 191) we explored a case study of hull refinement and the practical application of recent advances in computer modeling to the art and science of hydrodynamics. Looking back at the traditions of modern boat manufacturing, we delved into bottom design, old-school versus new-school tooling methods, and learned how builders can update trusted hulls with improved running surfaces. Here in Part 2 we’ll look at aerodynamics—making improvements above the waterline. —Ed. Eighty percent of the surface of a standard high-performance monohull or catamaran is out of the water, running through air. I remember as a kid putting my arm out the rear window of our car, twisting my hand right and left, and feeling lift and downforce for the first time. We all have experienced that exercise, and the aerodynamic laws we learned as kids hold true with any object surrounded by air. As boat designers and builders, how much attention do we give to that 80% of the hull surface, and how important is it? Our Part 1 hydrodynamics case study vessel was a 32 ‘ (9.75m) Doug Wright Designs open-cockpit catamaran. We performed what CAD designers call reverse engineering. We started with an object in completed form, but we didn’t have modern triangulated point-to-point computerized coordinates to form a CAD file. Thus, with the aid of FARO Technologies (Lake Mary, Florida) we scanned the entire vessel to an accuracy of 0.004 “ (0.1mm). Then, with the help of Dimensional Engineering (Houston, Texas), we transformed the raw data into a full-mesh watertight stereolithography (STL) file suitable for the next step: computational fluid dynamics (CFD) modeling of the hull’s hydrodynamics and aerodynamics.  When these boats are flying, as they frequently do during competition, tunnel pressure is released but must be quickly and smoothly reestablished when the boat recontacts the water. The risks are that while airborne the boats will either catch too much air and flip over backward or bury the bow when they land right-side up. See the AirBefore working in performance boats, I was in auto racing and a fan of Dale Earnhardt. He often said he could “see the air” as he entered the corner. I remember watching him come in from the first 100 miles (161 km) of a Super Speedway at Talladega slouched down in the seat, five-point harness loosened, his hands loosely grasping two rungs of the steering wheel. He asked for 1.5 lbs (1.5 psi/0.1 bar) in the right-side tires and half a turn on the left rear suspension. He was conducting seat-of-the-pants “tuning,” because he could see (and feel) the air and the dynamics it had on an object slicing through it at 200 mph (322 kmh) on the back straight. Granted, in a boat we are aware not only of primary forces coming from the right and the left like a race car on a twisty high-speed road course but also oncoming waves, quartering seas, winds from all directions, and shifting loads that can move the center of gravity. But with 80% of the boat’s surface area in the air, let’s look at how we can “see” the air and modify it to enhance boat performance, efficiency, and safety. From a camera’s point of view at the water’s surface it is easy to see that when traveling at speed, a high-performance catamaran is barely in the water. The weight supported by the water is close to zero, meaning the boat is actually “flying” on a cushion of air. Headwinds and turbulent wave structures launch the high-speed catamaran and make it airborne often more than 50% of its operational duty cycle. Once the vessel launches, all the hydrodynamic hull design we refined in Part 1 is of little consequence until the next impact with the water. With engines mounted at the aft extremity of the boat momentarily unsupported by water, the stern drops, the bow rises, and the boat becomes an airplane in stall mode without the benefit of wings, ailerons, flaps, or other controls. If it doesn’t flip over backward, it then crashes back into the water transom first, tripping, and then risking stuffing the bow torpedo fashion in the wave ahead of it. Key West World Championships This simultaneous side-by-side blow-over during competition got the attention of the crowd and led driver Scott Porta, who was racing just ahead of the accident, to pursue CFD analysis of the dynamics between the two boats running at speed. During the last Race World Offshore World Championships in Key West (November 6, 2019), an unexpected and unfortunate incident occurred in the Super Stock class race. Boat owners Bill Allen (Allen Lawn Care Race Team) and Loren Peters (Loren Peters Racing) were running side by side in two equally designed Doug Wright 32 ‘ race-prepared catamarans when they simultaneously flipped 180°, bow over stern. The accidental “blow-over” appeared to be choreographed. Fortunately, no one was injured, but many on the race course that day wondered how two boats running side by side could instantly go from running on a horizontal plane to vertical and then back to horizontal in a split second. For the drivers, the experience was unbelievably fast and nearly indecipherable as far as aerodynamic analysis goes. Bill Allen (owner/throttleman, Allen Lawn Care Racing) recalled it like this: “I was a little short on room, and I don’t know if they didn’t know I was there or what…. I think, you know, that we got together, and it blew over. So, at the time that we made initial contact, we were at 106 mph. But I can say this, I guess in a boat race when you bump, stuff goes crazy.” Loren Peters (owner/throttleman, LPC Racing): “Billy Allen was coming up on the starboard side.… I scooted over a little and Billy did the same thing. All of a sudden, we’re right up next to each other. We were deck to deck. I see Billy going up, and right after that, I felt lift. My life flashed before my eyes. We went completely over in a split second.” Scott Porta (owner/throttleman, Porta Performance ) was throttling the catamaran just ahead. He describes the incident: “We were probably running 113 mph. The two boats just behind us were side by side trying to conduct a straightaway pass and positioning for the turn. These two [boats] naturally gathered up next to each other. The compressed tunnel air that normally escapes from under the sides of the boats was stopped when these guys got next to each other. The increased tunnel pressure easily pushed the bows up. Then the wind-drag and momentum took over. Think of it like when you try to slam a refrigerator door as hard as you can and the gasket traps the escaping air and prevents a hard closing of the door. The idea of boats gathering up next to each other and having a blow-over actually isn’t new and is common in single-engine tunnel boat racing. However, this may be a first for an offshore race.” Porta’s ongoing efforts to refine the running surfaces of these Wright-designed catamarans for competition and recreational use were informed by this dramatic episode as well as by his own accumulated time behind the wheel on that model. Porta: “Catamarans run on a cushion of air. There are physics issues we felt the need to address. With race and recreational cats running well over 100 mph, our mission has been to improve design: first, to create the largest possible margins for safety in turns and rough water; second, to design for softer landings to reduce driver fatigue and equipment failure; third, to reduce running surface drag for improved performance at lower trim angles. The resulting reduction in frontal area increases speed and stability while creating a larger window of safety. Aerodynamics is the next frontier to explore for the biggest possible untapped gains.” To simulate the blow-over, we had two options: the conventional wind tunnel and model construction, or computational fluid dynamics (CFD). As in Part 1, CFD was the easy choice for obtaining results quickly and the ability to model subsequent design remedies. Again, we chose TotalSim US (Dublin, Ohio) as our technology partner. Let’s review the particulars of the case study boat and the theoretical running conditions:
As speeds approach 100 mph, two primary dynamics contribute to lift and resultant speed on this model: Engine lift—With a bullet-shaped gearcase and the X-dimension raised to a high level, a hydrodynamic phenomenon occurs. The half-submerged gearcase alone generates enough lift to carry the entire weight of the 600-lb outboard. Hull lift—The shape of the catamaran tunnel captures and traps air between the sponsons, thus providing lift that supports most of the weight of the boat. The CFD Assessment and ConclusionNathan Eagles, principal at TotalSim, and Scott Porta set out to see how the air currents at 100+ mph influence handling, speed, and efficiency of the catamaran. When Eagles saw the footage and spoke with Porta about the tandem liftoff at Key West, his immediate thought was to apply the tools and experience from other motorsports work to help explain why this happened and potentially develop some countermeasures that could reduce the risk of it reoccurring. At the beginning of the project, Eagles offered a corollary: “Assessing safety and developing countermeasures to reduce the risks posed by aerodynamic forces when vehicles get outside their normal operating envelope is something the motorsports community has worked hard to address for many years. My initial foray was as head of CFD at the Williams F1 Formula One team, where I worked with the F.I.A. [Fédération Internationale de l’Automobile, the sport’s governing body—Ed.] to understand the forces acting on an F1 car as [it] pitched nose up, and at which angle the aero forces overpowered the weight and inertia forces.” Later, during the development of the aero kits, TotalSim responded to one of the requirements imposed by Indycar. When the nose pitches up, the new bodywork was to be more stable than its predecessor while traveling sideways and/or backward. This meant that as the shape and the form of the car developed for efficient downforce and drag production around the track, TotalSim had to make sure the forces and moments acted to ground the car if it got airborne (its aero kit won the 100th running of the Indy 500 with no serious accidents).  Angles Assessed in Blow-Over Model The first step in analyzing the Key West event was to understand the typical forces and moments acting on the Doug Wright 32 when running where Porta was out in front and on his own. To do this, Eagles took the same geometry file Dimensional Engineering had created from the FARO scan and built a CFD model that focused only on the surface in contact with the air. Eagles: “We set the angle of the hull relative to a flat sea state at several positions (Figure 1) and then assessed the forces and moments at each of those positions (Figure 2). The key forces under consideration are the drag (force acting against the forward motion) and lift (vertical force pushing up away from the water). The result of the combination of the lift and drag forces was a pitching moment (nose-up) about the center of gravity created by these forces.” We can see from Figure 2 that as the angle of the isolated boat increases from 0° to 50°, the drag and lift forces (and resultant) increase as well, as does the pitching moment. We also see that the resultant is nonlinear, meaning that as the angle changes, the curves get steeper, indicating that doubling or tripling the angle more than doubles or triples the forces and moments. This characteristic implies gross instability, because once the aerodynamic forces exceed the weight of the boat and the bow starts to lift, the forces continue to increase at a rate that makes correction exceedingly difficult.  Attack Angle Influence on Lift, Drag, and Pitching Moment of Single Boat Having established the characteristics of the isolated boat, the next step was to place the boats side by side to see if anything changed. From the footage and the comments from the pilots, Eagles positioned the virtual boats 3 ‘ (0.91m) apart, set the angle of attack (AOA) at 5°, and ran the simulation. Figure 3 shows the same isolated boat forces and moments with the two-boat simulation data superimposed on top. The results are quite dramatic. We see both drag and lift increasing compared to the isolated boat, with the drag on each of the side-by-side boats being equivalent to the drag on an isolated boat at around a 7° AOA (suggesting they may be slowing each other down), while the lift of the side-by-side boats is equivalent to an isolated boat at around 16°.The huge changes in lift and associated pitching moment change are greater than the restoring moment of the weight, so the boats are no longer trimmed out, and the bows begin to rise.  Dynamics of a Single Boat vs Boats Running Side by Side As we saw in Figure 2, as the angle increases, so do the forces; and as the bows come up, the forces go up, the bows rise some more, and this continues until the boat flips over. The CFD force data illustrate a dynamic that would lead to the event we saw in Key West. But why did it happen? This is where CFD really starts to show its strengths. The forces we have looked at are a result of pressure changes on the surface of the hull. These changes are created by local accelerations and decelerations of the air as it washes over the hull and deck, and CFD can show us how and why these occur. In Figures 4a and 4b the underside of the hull colored by the component of pressure is creating lift for the two different configurations. Yellow depicts low amounts of lift; red is high lift; green is low levels of downforce (the aerodynamic force pulling the boat toward the water); and blue is high downforce.  CFD of Lift and Downward Force on Single Boat The plots show that the entire tunnel surface is creating lift whether the boat is alone or side by side, and there is not much change between the two scenarios. However, the sponsons tell a different story. The isolated boat is showing strong downforce coming from both sponsons at the section just ahead of where the hull meets the water (blue patch midway down the sponson). This downforce is generated by the air accelerating in the narrowing gap between the hull and the water surface. This is illustrated in Figure 5a as velocity vectors colored by speed, with blue showing low speed and red showing high speed. Eagles: “As air enters the tunnel, it starts to slow down as it packs up under the boat, and as it progresses it gets squeezed into a tighter volume and starts to push out at the sides, accelerating (red arrows) as it washes outboard over the hull surface. As the air accelerates, its pressure drops, creating suction, and this in turn generates a force pulling the hull towards the water. There are some effects also happening on the deck side, but these are secondary compared to the hull and have not been covered here.”  CFD of Lift and Downward Force on Boats Running Side by Side Looking at the side-by-side configuration in Figure 4b, we see an effect on the outer sponson similar to what is seen on the isolated boat. However, on the inside sponson we see most of that downforce has been eliminated and replaced by lift across the majority of the surface. This is the source of the liftoff mechanism that caused the blow-over. The velocity vectors of the side-by-side configuration show that air is unable to get out as effectively, as it’s blocked by the sponson of the adjacent boat, as illustrated by the slow-moving blue arrows in Figure 5b. This slow-moving air has higher pressure and therefore does not create the suction we saw in the isolated boat, with the net result that the inside sponsons on both boats now create significantly more lift, disrupting their stable trim and causing the bows of the nearly identical hulls traveling at the same speed to flip quickly and almost simultaneously.  CFD of Air Velocity on Single Boat “The simplest way to reduce the risk of this happening in the future is to make sure there is sufficient gap between boats that the air can get out,” Eagles said. “However, racing being racing, when you are fighting for the patch of water leading around the buoy, I suspect that this probably will not be what is at the forefront of your thinking.” He concluded: “A more practical solution would be to adopt something like Indycar or NASCAR and add a device to the boat that when deployed creates a counteracting force that cancels out the lift and stabilizes the pitching moment. This could be a passive device [auto-deploying] or active [driver initiated] and will require discussion with the governing bodies to make sure it does not adversely impact the racing or create issues of its own. I sense there might be a new project on the horizon.”  CFD of Air Velocity on Boats Running Side by Side Real-World AerodynamicsMost relevant to designers and builders of recreational powerboats, our case studies show that aerodynamic design really starts affecting a boat above 60 mph (97 kmh). With multiple higher horsepower outboards being bolted on the transom, almost every boat manufacturer has a model capable of that speed, but aerodynamics are relevant on more sedate vessels as well. Builders use phrases like dry ride, acoustically tuned cockpit, comfortable, and wind free to describe the virtues of even a 20-knot boat. That’s no surprise when social media is full of posts about how “car-like” their recent boating experience had been. The current automotive comfort expectations have raised the bar for everyone. Gone are the days of the passengers in a top-down convertible being exhilarated by the wind in their hair on a gusty open highway. Modern convertibles are acoustically and aerodynamically refined. The open sky is still overhead, but engineering has all but eliminated the noise and wind of the convertible. Let’s say that a boat owner drives to the marina in a quiet and aerodynamically refined convertible before boarding a newly acquired sport boat, a product that may cost twice or three times as much as the car. Shouldn’t expectations for comfort and noise be the same on the boat as in the car? Jake Fraleigh, president of Eliminator Boats (Mira Loma, California), on the importance of aerodynamics to his recreational models: “In the past we used a higher deck, and we noticed that people in the back of our cockpits were getting lots of wind buffeting. Our newest models have flattened decks. We pulled the ‘bubble’ out of our top deck, and that allowed our new windshield design to positively affect our aerodynamics for cockpit comfort.” Because Eliminator is installing more outboards, which means the boats go faster, Fraleigh said, “on both our 31 and 33, we are widening our tunnels now and changing the slope of the deck and tunnel entry, therefore creating more tunnel pressure. We have even added 45° angles to the sponson area upper-deck plane entering the tunnel for better entrapment of air under the boat. We have focused on more lift and therefore a faster, more agile boat.” Nigel Hook, owner of SilverHook Powerboats (Sanford, Florida), confirmed the importance of CFD modeling during design and model refinement. “The SilverHook was designed as perfectly aerodynamic [with the help of CFD] by Ocke Mannerfeldt of the Swedish firm Mannerfelt Design Team. It has wings, although not movable; it has automatic stabilization. The consumer design has the same CFD advantage. It is fast, efficient, and safe. Only through aerodynamics are we able to manifest the true race-proven features.” For now, the new minimum expectation for North American powerboat buyers is twin outboards, and the new normal is triples or quads on higher end vessels. More power adds speed, and with speed, airflow becomes very important to boat designers and builders. Boats can and do fly, if only for brief intervals, but managing their seakeeping, safety, handling, and comfort at those speeds requires as much attention to aerodynamic design and analysis as to hydrodynamics. To that end, more manufacturers are using CFD modeling to create and simulate the performance of any given design, especially as they pile on more power to meet market expectations. The results can range from understanding and correcting sources of dangerous instabilities and performance flaws, to quieting the ride in the cockpit and keeping the hair out of your eyes. Read more Companies , Design , Racing articles
Designing, engineering, and building sailing yachts 90′ (27.4m) or more in length once was common in the U.S. It’s happening again at Rockport Marine in Maine: Project Ouzel, a 95′… Read more » 
From the drawing board of Stephens Waring Design (Belfast, Maine) comes Isobel, a 26’6″ (8.5m) 1950s-inspired runabout being built at nearby Belmont Boatworks. The boat was commissioned by a longtime… Read more »  Raptor Deck: From Startup to Global Supplier“We had no inkling of creating a business or anything. It was just a total fluke.” Dan Kaseler still chuckles when he relates the story that led him to start… Read more »  Recent Posts
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Classic boat design both for the experienced amateur and the professional boatbuilder - rowing/sailing dinghies, powerboats, cruising yachts, sailboats, schooners. Skiffs, Trawlers, and a beautiful collection of twin-keel, monohull, and multihull sailboats. Site also features a collection of technical articles covering such things as stability ...
BRUCE ROBERTS, powerboat plans power boat kits for steel boats or aluminum boat plans, cutting files, boat kits, part built boats or complete boats. Bruce Roberts Yacht Designs offer boat building project management arrangements for boats built overseas at affordable prices. Sailboat and Powerboat building plans and kits available for building steel boats, fiberglass boats, aluminum boats and ...
A truly flat-bottomed boat has zero degrees of deadrise. Most powerboat hulls have some deadrise, giving the hull bottom its "V" shape when viewed from the bow or stern. The deep-V hull was developed in the late 1950s and proved to be optimal for high-speed offshore vessels, with transom deadrise of 18 to 24 degrees.
A shape that generates lift also produces resistance, and a wider hull that has more interior room also has more hull surface in contact with the water, and therefore experiences more resistance. However, hull design isn't just about speed and interior volume. There's also stability and tenderness, which is a boat's tendency to rock.
Boat design and boatbuilding projects, plans, concepts, reviews, and resources. Sailboat, multihull, powerboat, and yacht manufacturers and custom builders. Directory of yacht designers and naval architects, gallery of design work, and active boat design and boat building discussion forums.
A selection of plans for building your own power boat. Inboard and outboard designs are detailed. Horse power ratings, achievable speeds and water ski information are all included in the description of each plan. Select options. Blue Marlin 30 $ 185.00 - $ 200.00 (USD) Select options. Blue Marlin 38
Powerboat Designer. Eric Sorensen is a prominent writer on boat design who has written hundreds of boat reviews. He created the J.D. Power marine practice after serving as a U.S. Navy officer aboard four warships. Eric's interest in analytical boat reviews led to his publication of Sorensen's Guide to Powerboats textbook that is presented here.
powerboat design - yacht design - marine design (how to design a boat)
The boat was one of C. Raymond Hunt's first deep-V designs. Bertram sought him out, sea-trialed the boat and commissioned Hunt to design a 30-footer for the Miami-Nassau offshore powerboat race. Bertram won, the superiority of the deep-V concept was clearly demonstrated and the rest—as they say—is history.
Boat Plans for power, sail and small boats. Free Boat Plans. Kits and supplies plus boat building technical support. Plans for skiffs, small power boats, and sailboats. Power designs include the Phantom 16 and 18 open flats boats and the Mongoose 20. Sail designs include the 20' Vagabond +, 22' Serpentaire, and 30' Corto.
Powerboat Hulls Explained. Power boat hulls are divided into three main types namely, Displacement, Semi-displacement and Planing hulls. Each hull type can have many sub types, which are closer to one or other end of the spectrum. Considering each hull configuration in detail will reveal its benefits and disadvantages, your choice will be ...
CFD For Powerboat Design, Part 1. By Clay Ratcliffe, May 24, 2021. Scan data are rendered into digital design files suitable for performing computational fluid dynamics (CFD) modeling like this one to test the hydrodynamic performance of the vessel. In its earliest days, composite boatbuilding was open to most anyone who could cut fiberglass ...
At Lidgard Yacht Design we will prepare a custom monohull power boat design to meet your exact requirements. We will make your dream a functioning reality, respecting your input and at all times maintaining aesthetics that will ensure longivety of both appeal and value. All custom design work is undertaken in a professional manner using ...
Bruce Roberts Sailboat and Powerboat Designs & Boat Plans for the DIY Boat Builder . Bruce Roberts International, the Original Bruce Roberts Design Office began life in 1968 in, Queensland, Australia. ... Roberts Coastworker 35-37 Powerboat This design is for either steel, aluminium or fibreglass cons.. $0.00 Add to Cart. Roberts 345 Boat Plan ...
Proudly Australian Designed. From the first sketch on the drafting board to the finished computer 3D modelling and CAD plans, every boat is designed in house by Mark Bowdidge (MRINA) himself. After nearly forty years of building and designing boats, every design is specifically designed for Purpose, Performance, Seakeeping and Safety.
CFD for Powerboat Design, Part 2. By Clay Ratcliffe, Jul 20, 2021. Computational fluid dynamics (CFD) modeling of the aerodynamics of a Doug Wright Designs 32′ (9.75m) high-speed catamaran revealed that while it ran at 100 mph, air compressed between the hulls, deck, and water was creating a backflow high in the tunnel and leaking out the ...
Books on sailboat and sailing yacht design, reviews, rigs and rigging. Design Commentaries by the Experts (Woodenboat) on a number of boats from powerboats to daysailers and rowboats from designers including Howard Chapelle, John Alden, Henry Scheel, and Joel White. (Added: 2-Oct-1999 Hits: 6046) | Rate | Visit.
powerboat concept Design • Engineering Our focus is to play an active role in the challenging and innovative boat industry. By explaining, sketching and working out the details we aim to achieve the expected outcomes of our designs. Our team is composed by a group of young, experienced naval architects and marine engineers coming from […]
The Primorye region in the Far Eastern Federal District of the Russian Federation is divided into 22 raions and 12 urban districts . A total of 28 urban and 117 rural communities are subordinate to the raions (as of 2010). Primorsky Krai, Russia. Administrative center: Vladivostok.
[1] 100 Boat Designs Reviewed Design Commentaries by the Experts (Woodenboat) on a number of boats from powerboats to daysailers and rowboats from designers including Howard Chapelle, John Alden, Henry Scheel, and Joel White.
Гвоздево is a bus stop in Primorsky Krai, Russian Far East. Mapcarta, the open map.
Primorsky Krai (Russian: Приморский край, lit. 'coastal territory'), informally known as Primorye (Приморье, [prʲɪˈmorʲjɪ]), is a federal subject (a krai) of Russia, part of the Far Eastern Federal District in the Russian Far East.The city of Vladivostok on the southern coast of the krai is its administrative center, and the second largest city in the Russian Far ...
Location: Russian Far East, Russia, Eastern Europe, Europe. View on OpenStreetMap. Latitude of center. 45.0819° or 45° 4' 55" north. Longitude of center. 134.7266° or 134° 43' 36" east. Population.