I' am getting back into boat racing after a respite since 1963 with the grandkids. These six kids come in all sizes and weights thus CG becomes a consideration in trimming. Recent experiences with aviation taught me how to calculate CG for various components and from that experience I make the following assumptions:
Once a boat (runabout) is properly trimmed for smooth water you calculate the CG for that condition. Then you trim a boat for rough water and calculate that CG.
Assumption Rough water optimum CG is forward of smooth water CG
Assumption, regardless of driver weight etc. That CG point goes with the particular boat, prop and setup configuration. This is the optimum trim setup for the boat.
Thus, if you are going to have multiple drivers of varying weights in a boat; you will have a wide envelope range of CGs for the drivers. Performing multiple calcuations, I have discovered that lighter drivers with multiple weight distribution anchor points on the boat have the widest fixed CG range.
Larger drivers have a narrower fixed CG range but a wider CG range in live action. They can move their weight around inside the boat and affect performance to a greater degree in real action.
Lighter drivers need to have their boat more closely trimmed for the existing conditions.
I have seen this play out to heavier drivers who are 30-40 lbs overweight in A class handling the boat with authority in varying water conditions while the lighter drivers need to throttle back in rough water.
From the above I surmise that a more closely optimally balanced runabout is more beneficial to the lighter drivers.
Also given an optimum CG point for each boat and water condition. You can calculate weight distribution on paper (ie computer) for each driver and not need to real time test each setup for each driver and still get the same results.
What are your thoughts on these assumptions and am I missing anything here in this thought process?
Bookmarks