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I guess this is a situation where what was once considered to mean one thing, now means something else. The CCA's were often described as rather beamy in reviews of the day, but aren't considered to be beamy these days. I look at the Bristol 34 and do not consider the sailplan to be a high aspect ratio when looking at what is considered high aspect today. BTW, the Bristol 34 ('71-'78) is a revision of the Bristol 33, first produced in 1968, and is not a true CCA design. While it has overhangs, they are not the typical CCA 30%. This directly contradicts the short waterline rule CCA is so well known for. The 33/34 is marginally wider than comparable length true CCA designs. It may have been raced under CCA rules, but it was in no way an optimal, as you say, "rule beater." It actually favored Herreshoff's SORC 41 design. As for the Tartan, what's this A and B business? I'm aware of the 34C, referring to design #1904, which had 3 boom designs. The 12 footer, of which an actual production model is in question, the 14 footer would've been for CCA, the 10.5 footer for IOR. The boom was shortened to gain a better rating under the IOR. CCA rating guidelines favored low aspect rigs. The Tartan 34C may have been a CCA era hull, but it didn't fit the CCA ratings rule, at least with regard to the short boom rig. It was a CCA design fitted with a high aspect ratio rig. So was it a true CCA boat under the rules? No. Your statement that CCA boats had high aspect rigs is misleading because it reads like the CCA made a radical rule change when it was actually replaced with the IOR, and the higher aspect rigs came about to gain better IOR ratings. CCA ended around 1970, but the 34C was produced til 1978. How can that be CCA-era production if the CCA era had ended 8 years earlier? Also, with regards to "with the shortest foot of all at the end of the very CCA era," the short boom was introduced in 1973, well after the CCA was officially superseded by the IOR,
On a side note, it's interesting that the Tartan 34C had a dramatically shortened boom to fit the IOR racing rule. Racing. Speed is everything. When I asked the Sailnet board and other individuals not on Sailnet about doing this very same thing to reduce weather helm, all I got was, "Don't do that, you'll lose power." I barely had a clue at the time and it seemed like a good idea to me, and here Tartan was, doing the very same thing.....for racing.
From tartanowners.org:
"However, this progressive foreshortening of the boom was done primarily to provide for a better IOR rating. An added or side benefit was a significant reduction of the rather heavy weather helm experienced while on a reach in heavy going."
I guess the lost sail area, along the leach, not along the chord where the power is, isn't such a bad deal after all.
The C&C 39? Gimme a break. That's one of the first boats ('72-'74) actually designed to meet the IOR rule, early IOR at that.
The Hinckley 38 doesn't appear to have much in the way of high aspect either. It was, however, S&S's first cored hull. Now there's a claim to fame.
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