My information of the Thomson 24 is directly contrary to yours Jobi. My data base shows two different boats between the 24 and 27. My notes on the T-24 show a well balanced, responsive boat and a successful racer
, which doesn't suggest it's overly tender
, in fact just the opposite. Yes, they shared considerably in concept
and lines, clearly having a "family" resemblance, but the 27 was drawn out more in the ends.
Regardless, your reaction is typical of most novice
sailors (no offense intended). You boat's capsize screen
is fairly good, in fact better then most for her class.
You could preform a roll moment test or better yet an inclining test. A full up capsize test wouldn't be advisable, nor necessary. With roll moment data you can pretty much tell what's she's going to do.
More importantly, as has been repeatedly mentioned, is your experience. You can't really tell how she'll react to different sea states until you're in them, true, but you can tell if a specific design is better suited for certain conditions. Your boat is self righting and not especially easy to capsize, so you're in a good place.
Frankly, enduring survival conditions are very rare for most cruisers. The wise skipper
avoids these weather patterns and generally doesn't get to know the joy of a hard knock down or good roll over in a yacht. It's one thing to auger a puppy in, on a warm summer's day out on the local puddle in a Laser. Actually, it's pretty refreshing sometimes, but this isn't what you ever want to happen to your keel
boat. The prudent skipper
will spend an extra day or two in port and let the low pass by, before continuing with the passage
. Those that don't heed this advise, often don't add to the gene pool.
If you want to know what these things are like then take a beach cat or dinghy
out for a sail on a day with small craft advisories. Try your best not to broach or death roll one under. Sail it until your arms hurt and you're completely hungry, thirsty, fatigued and you've been in fear of the mast
breaking for at least a half hour. Then you're about ready for a capsize trial. It's best you learn like this rather then when the EPIRB
activates from water
contact and you're bleeding from the head
, in shark infested waters, at night in a building gale, bobbing up and down as you watch the boat go turtle on you, all the while wondering if your crew has also been tossed in the drink, as you scan the suround area for other flashing lights. Trust me, this isn't what you want to experience and you learn to do the things necessary to avoid it.
You can plan for the worst to a great degree, but not every eventuality can be sorted out, nor will it have sufficiently satisfying results. In other words, sometimes, survival means you lose the boat, possibly a percentage of the crew, but you have placed yourself and the remaining crew in a position to be rescued. Yep, a crappy deal, but there are worse situations too.
The only way to elevate yourself from these types of fears, is to get some sea time under your legs. Experience breeds confidence, this builds character and given a few "rough sloshes", personal integrity and respect for the sea. These are the tools that will get you through, not stability curves and ballast ratios.
Sorry about the rant . . .