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New Boat 4 Sled
- Thread starter sleddog
- Start date
At one point in the late 1970s, I believe, Mull was acting head of the IOR's technical committee. But he didn't formulate the IOR. The rule was initiated by yacht designer Dick Carter, who developed it in partnership with yacht designer Olin Stephens.
But like you, I'm skeptical about one particular "Floating Island"!
A 2 hour tow up Hwy.17 and 880 early Saturday delivered WILDFLOWER from the Capitola driveway to the Berkeley Marina hoist. Except for an overhanging tree partially blocking access, mast step and relaunch was successfully completed by 10 a.m. Cheryl, at the Harbor Office, made things easy to register for a 25 foot slip, of which five were available. Thank you, Berkeley! My sour taste of Brickyard Cove Marina denying WILDFLOWER admittance because "the owner doesn't like catamarans," was mollified.
After lunch we sailed northward from Berkeley in pursuit of Round the Rockers. Though the NWS had forecast 5 knot breezes, we found 20-22 knots of wind against ebb. A double reef main was plenty, and I should have gone for the new triple reef.
By the Richmond breakwater, things had mellowed, and we began to encounter SSS racers in southward procession from Red Rock towards the RYC finish. Everyone we passed looked good, close reaching in Chamber of Commerce weather: sun, smooth seas, and 14 knots of wind.
After, many Round the Rockers took advantage of friendly welcome to the Richmond Yacht Club. In fact, I went to check in with JD, the Harbor Master. I didn't have to say anything. He looked up from his counter, smiled, and said "Welcome to Richmond Yacht Club. Make yourself at home." What a concept. If only other sailing clubs were as welcoming to the diverse fleet that is SSS.
On the RYC deck, it was a gathering of the Tribe: RAGTIME, DIANNE, KYNNTANA, INISCAW, NIGHTMARE (welcome, Greg!), EYRIE, DURA MATER, NOZOMI, STINK EYE, DOMINO, TRI-N-FLY, SPARROWHAWK, LIGHTSPEED, SUMMERTIME DREAM, and many others whose names I have forgotten.
Thanks to the RC, and the SSS Commodore, who was on the RYC deck hawking T-shirts to support your next event.
Congrats also to Daniel on JETSPEED for his Single-Handed overall win, just nudging out SUMMERTIME DREAM. For those who don't know, Carl Schumacher's 1979 1/4 ton design SUMMERTIME DREAM was a winner from the get go, and helped to establish Carl as one of the preeminent designers of our generation.
Today, under Scott Owen's hand, SUMMERTIME DREAM continues to be a winner in all respects: pretty, fast, well sailed and maintained, good rating, and plenty of soul. She'll be a threat in any SSS Race entered.
And we keep moving ever
Onward
After lunch we sailed northward from Berkeley in pursuit of Round the Rockers. Though the NWS had forecast 5 knot breezes, we found 20-22 knots of wind against ebb. A double reef main was plenty, and I should have gone for the new triple reef.
By the Richmond breakwater, things had mellowed, and we began to encounter SSS racers in southward procession from Red Rock towards the RYC finish. Everyone we passed looked good, close reaching in Chamber of Commerce weather: sun, smooth seas, and 14 knots of wind.
After, many Round the Rockers took advantage of friendly welcome to the Richmond Yacht Club. In fact, I went to check in with JD, the Harbor Master. I didn't have to say anything. He looked up from his counter, smiled, and said "Welcome to Richmond Yacht Club. Make yourself at home." What a concept. If only other sailing clubs were as welcoming to the diverse fleet that is SSS.
On the RYC deck, it was a gathering of the Tribe: RAGTIME, DIANNE, KYNNTANA, INISCAW, NIGHTMARE (welcome, Greg!), EYRIE, DURA MATER, NOZOMI, STINK EYE, DOMINO, TRI-N-FLY, SPARROWHAWK, LIGHTSPEED, SUMMERTIME DREAM, and many others whose names I have forgotten.
Thanks to the RC, and the SSS Commodore, who was on the RYC deck hawking T-shirts to support your next event.
Congrats also to Daniel on JETSPEED for his Single-Handed overall win, just nudging out SUMMERTIME DREAM. For those who don't know, Carl Schumacher's 1979 1/4 ton design SUMMERTIME DREAM was a winner from the get go, and helped to establish Carl as one of the preeminent designers of our generation.
Today, under Scott Owen's hand, SUMMERTIME DREAM continues to be a winner in all respects: pretty, fast, well sailed and maintained, good rating, and plenty of soul. She'll be a threat in any SSS Race entered.
And we keep moving ever
Onward
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Autopilots are tricky things. I had first hand reports of at least 4 that did not get as far as Alcatraz, the first mark on Saturday, before dying.
For singlehanders, AP's are a vital piece of boat equipment. But reliability is not a given, no matter if yours is the expensive spread, or toy $500 model. Which is why the General carries 9 spares.
If you only carry one spare, and your primary AP fails, which it will, then you no longer have a backup.
It is of serious concern to me that tiller pilot manufacturers like Raymarine do not include any means to physically attach a tiller pilot to the boat. No lanyard, no secure point on the tiller pilot to attach a lanyard. I've seen more than one tiller pilot dragging astern by its power cord. Deficient design.
Below decks AP's are, of course, less vulnerable to the elements. The problem is if they are semi-permanently connected to the rudder shaft, even when turned off, there is drag on the steering system, making things less sensitive when hand steering.
Auto pilots are like windshield wipers and refrigerators. You miss them when they stop working.
For singlehanders, AP's are a vital piece of boat equipment. But reliability is not a given, no matter if yours is the expensive spread, or toy $500 model. Which is why the General carries 9 spares.
If you only carry one spare, and your primary AP fails, which it will, then you no longer have a backup.
It is of serious concern to me that tiller pilot manufacturers like Raymarine do not include any means to physically attach a tiller pilot to the boat. No lanyard, no secure point on the tiller pilot to attach a lanyard. I've seen more than one tiller pilot dragging astern by its power cord. Deficient design.
Below decks AP's are, of course, less vulnerable to the elements. The problem is if they are semi-permanently connected to the rudder shaft, even when turned off, there is drag on the steering system, making things less sensitive when hand steering.
Auto pilots are like windshield wipers and refrigerators. You miss them when they stop working.
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My defective pilot is pretty smart, too. Whenever it gives me some new error code and won't stay in auto mode, I just push enough buttons until it gives up and starts working again. So a new AP is now on its way, which I hope to install in time for the Farallones race!
It's coming on that time of year as High Pressure builds offshore. Currently Storm Warnings in Gale Alley, off Mendocino Coast, for "N winds 35 to 40 kt. Gusts to 50 kt this morning. Waves N 22 ft.".
Further south, offshore Central CA and Big Sur, gale warnings have been forecast.
The shore support team is impressive. But I find curious the weather and routing wisdom of setting off this past Monday from SF to break rowing records to Hawaii and across the Pacific, with four on a boat designed for two. Carbon oars and fleece lined rowing seats will only get so far. The intention to "get as far west as fast as possible" may likely meet reality. I wish the crew of DORIS good luck. http://coxlesscrew.com/where-is-doris/
Further south, offshore Central CA and Big Sur, gale warnings have been forecast.
The shore support team is impressive. But I find curious the weather and routing wisdom of setting off this past Monday from SF to break rowing records to Hawaii and across the Pacific, with four on a boat designed for two. Carbon oars and fleece lined rowing seats will only get so far. The intention to "get as far west as fast as possible" may likely meet reality. I wish the crew of DORIS good luck. http://coxlesscrew.com/where-is-doris/
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On a recent weekday we sailed WILDFLOWER from Berkeley Marina 33 miles across the western side of San Pablo Bay and up the Petaluma River. It seemed a voyage back in time, as we saw only one commercial ship in San Pablo Bay, and no other traffic in the River, a benefit of off-season cruising.
San Pablo Bay, about 8 feet deep, was the muddy color of PG Tips English Tea. We had a fast sail North, with 20 knots of SW wind at our stern, and entered the pastoral River at low tide. Navigation was straight forward through the many twists and turns, and at several points the River seemed to disappear into the fields ahead, only to have a channel open up as we approached.
The was much bird life, including ospreys and their large ragtag nests. One osprey flew overhead carrying a fresh fish in its underbelly bomb bay. The fish was being carried horizontally, head forward, and was likely not appreciating the view while wondering what had just happened when he was unceremoniously snatched from his home waters.
After 6 hours we arrived at the Inner Town Basin of Petaluma. Despite three confirmation calls, the D Street Drawbridge tender didn't show, and we anchored just downstream of the Bridge to await opening. After 30 minutes, he appeared. The bells rang, horn tooted, crossing arms lowered, and bridge raised. Once inside the Inner Basin we tied up to the empty Southern Docks and were issued a paper warning to not leave coolers in the cockpit, as "rowdy kids had been known to board at night and steal alcohol." I'd been warned of bears in Yosemite. But this was a first.
The night was pleasant and cool, mostly quiet except for something that sounded like it was trying to eat the boat. I guessed it was the sound of wavelets lapping against the vertical transoms. But who knows.
Petaluma was originally named "Chickaluma" as in the "World's Egg Capitol." Even Petaluma Yacht Club's burgee had a chick emerging from an egg. Saturday was scheduled to be the historic "Egg and Butter Days" festival, complete with parade. I wondered what Captain and Mrs. Resech, and Peter Gambetta would have thought. They skippered the historic scow schooner ALMA up the Petaluma River continuously from 1926 to 1957, carrying 125 tons of oyster shell they had dredged from the Bay bottom on each trip. The oyster shell would then be ground up in Chickaluma for chicken feed.
The next morning the bridge tender again missed his appointment, and we idled for 40 minutes, drinking coffee and eating fresh pastry, while jilling about in the pond sized basin.
Eventually the bridge lifted and we proceeded downriver with a 2 knot ebb pushing us along. 15 miles later we again entered San Pablo Bay to find the forecast wind of 5-15 knots seemed in error. We had 20, gusting 25, from the NW. A double reefed main and 20 square feet of jib rolled out was plenty to maintain 7 knots and level flight. Near China Camp the breeze increased, with gusts to 30, and we took off on a beam reach for the Richmond Bridge.
Once through the Richmond Bridge we encountered an orange, San Francisco Pilot Boat seemingly out of control. It was doing all sorts of high speed manuveurs and circles, and twice approached close enough to give a good dose of wake. I could see a person steering, but couldn't tell if it was the Captain's three year old son.
Past Brooks Island, the wind again quickly built to 25-30, and we broad reached across "the Slot" to the Berkeley breakwater, averaging 10 knots, with several bursts to 13.
Chickaluma. I probably wouldn't go there on a busy summer weekend. But it was a fine adventure of moderate proportions.
San Pablo Bay, about 8 feet deep, was the muddy color of PG Tips English Tea. We had a fast sail North, with 20 knots of SW wind at our stern, and entered the pastoral River at low tide. Navigation was straight forward through the many twists and turns, and at several points the River seemed to disappear into the fields ahead, only to have a channel open up as we approached.
The was much bird life, including ospreys and their large ragtag nests. One osprey flew overhead carrying a fresh fish in its underbelly bomb bay. The fish was being carried horizontally, head forward, and was likely not appreciating the view while wondering what had just happened when he was unceremoniously snatched from his home waters.
After 6 hours we arrived at the Inner Town Basin of Petaluma. Despite three confirmation calls, the D Street Drawbridge tender didn't show, and we anchored just downstream of the Bridge to await opening. After 30 minutes, he appeared. The bells rang, horn tooted, crossing arms lowered, and bridge raised. Once inside the Inner Basin we tied up to the empty Southern Docks and were issued a paper warning to not leave coolers in the cockpit, as "rowdy kids had been known to board at night and steal alcohol." I'd been warned of bears in Yosemite. But this was a first.
The night was pleasant and cool, mostly quiet except for something that sounded like it was trying to eat the boat. I guessed it was the sound of wavelets lapping against the vertical transoms. But who knows.
Petaluma was originally named "Chickaluma" as in the "World's Egg Capitol." Even Petaluma Yacht Club's burgee had a chick emerging from an egg. Saturday was scheduled to be the historic "Egg and Butter Days" festival, complete with parade. I wondered what Captain and Mrs. Resech, and Peter Gambetta would have thought. They skippered the historic scow schooner ALMA up the Petaluma River continuously from 1926 to 1957, carrying 125 tons of oyster shell they had dredged from the Bay bottom on each trip. The oyster shell would then be ground up in Chickaluma for chicken feed.
The next morning the bridge tender again missed his appointment, and we idled for 40 minutes, drinking coffee and eating fresh pastry, while jilling about in the pond sized basin.
Eventually the bridge lifted and we proceeded downriver with a 2 knot ebb pushing us along. 15 miles later we again entered San Pablo Bay to find the forecast wind of 5-15 knots seemed in error. We had 20, gusting 25, from the NW. A double reefed main and 20 square feet of jib rolled out was plenty to maintain 7 knots and level flight. Near China Camp the breeze increased, with gusts to 30, and we took off on a beam reach for the Richmond Bridge.
Once through the Richmond Bridge we encountered an orange, San Francisco Pilot Boat seemingly out of control. It was doing all sorts of high speed manuveurs and circles, and twice approached close enough to give a good dose of wake. I could see a person steering, but couldn't tell if it was the Captain's three year old son.
Past Brooks Island, the wind again quickly built to 25-30, and we broad reached across "the Slot" to the Berkeley breakwater, averaging 10 knots, with several bursts to 13.
Chickaluma. I probably wouldn't go there on a busy summer weekend. But it was a fine adventure of moderate proportions.
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mike cunningham
Freedom 30 "Jacqueline"
The last time I was in Petaluma a poor soul had arrived too late for a D street bridge lift. He was in a trawler of some sort. he decided to tie up to some pilings just downriver from the bridge and await the morning. Unfortunately he did not assess the tide vs depth vs mooring approach and was grounded on a steeply sloping river bank heeling toward the river center. As the tide came up he had no buoyancy and the boat flooded. There were some authorities present but it looked like they just did not have the gear to float him in time.
The other thing I noted was that darn river gets narrow and shallow at low tide, especially the last mile or so before the bridge.
Onece you are in the basin it is a lovely place.
The other thing I noted was that darn river gets narrow and shallow at low tide, especially the last mile or so before the bridge.
Onece you are in the basin it is a lovely place.
This morning, fog is racing into Monterey Bay in advance of a "Southerly Surge" making its way northward up the Big Sur Coast at 15 knots.
A "Southerly Surge" is a reversal of predominant coastal northwest winds. A "Southerly Surge" of coastal low clouds and fog (stratus) can extend out to 60 miles offshore the Central California Coast, and is a common weather event from May through August, happening about 25% of the time.
If you start a race to Hawaii, LongPac, HMB, or Windjammers during a Southerly Surge, the wind is likely to be light and from the south. Drifting, and light airs predominate and, for the longer races, port tack heading offshore towards the "transition" zone is the name of the game.
The "transition" extends from 60-100 miles offshore. West of the transition you meet the usual gradient wind, northwest, often up to gale force. The boats first through the transition will open up large leads on the rest of the fleet. If you are sailing through a Southerly Surge event (they usually last 2-3 days and can be seen approaching on satellite), its time to get into light air mode. A one mile advantage near the Farallones can multiply 100 fold.
Satellite view of Southerly Surge advancing today (May 1) http://sat.wrh.noaa.gov/satellite/loopsat.php?wfo=mtr&area=west&type=vis&size=1
Southerly Surges often occur at the end of a heat wave/offshore wind event in Central California. This weekend, a major cool down of 20 or more degrees will take effect as the Southerly Surge envelopes the Bay Area. As south winds along the coast enter SF Bay over the coastal mountains, they are topographically shifted into the southwest, even west near the Golden Gate.
"Southerly Surge." A good description can be found here: http://tornado.sfsu.edu/Geosciences/classes/m430/handouts/Southerly_Surge/index.html
A "Southerly Surge" is a reversal of predominant coastal northwest winds. A "Southerly Surge" of coastal low clouds and fog (stratus) can extend out to 60 miles offshore the Central California Coast, and is a common weather event from May through August, happening about 25% of the time.
If you start a race to Hawaii, LongPac, HMB, or Windjammers during a Southerly Surge, the wind is likely to be light and from the south. Drifting, and light airs predominate and, for the longer races, port tack heading offshore towards the "transition" zone is the name of the game.
The "transition" extends from 60-100 miles offshore. West of the transition you meet the usual gradient wind, northwest, often up to gale force. The boats first through the transition will open up large leads on the rest of the fleet. If you are sailing through a Southerly Surge event (they usually last 2-3 days and can be seen approaching on satellite), its time to get into light air mode. A one mile advantage near the Farallones can multiply 100 fold.
Satellite view of Southerly Surge advancing today (May 1) http://sat.wrh.noaa.gov/satellite/loopsat.php?wfo=mtr&area=west&type=vis&size=1
Southerly Surges often occur at the end of a heat wave/offshore wind event in Central California. This weekend, a major cool down of 20 or more degrees will take effect as the Southerly Surge envelopes the Bay Area. As south winds along the coast enter SF Bay over the coastal mountains, they are topographically shifted into the southwest, even west near the Golden Gate.
"Southerly Surge." A good description can be found here: http://tornado.sfsu.edu/Geosciences/classes/m430/handouts/Southerly_Surge/index.html
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You have to like wind if you are berthed at Berkeley Marina, and Saturday afternoon's 25 knot gusts exceeded our fun quotient. WILDFLOWER remained secure in her slip as the water world circled around us.
Nearby, a 20 foot skiff with three fishermen aboard cast off. Despite nothing to hit in their vicinity, and our location two slips away, they charged us, out of control, their 300 horsepower outboard grumbling. Luckily, contact was only a glancing blow, and the fishing crew commented as they swept by "very windy!"
I moseyed over to DURA MATER to see what Jackie was up to. Her refurbished windvane, shiny as new, lay nearby, and Jackie was tucked inside DM's lazarette, fiberglasing transom backing plates in an almost impossible location, occasionally popping up for air. For Jackie, nothing is impossible. It just takes a little longer. You'll see her lovely DURA MATER on the start line three weeks hence, outbound for the Farallones in the 38th running of the Singlehanded Farallones Race.
Buttoned up with double layers of fleece, we walked the perimeter of Berkeley Marina, venturing down on the docks when something of interest beckoned. Near the Berkeley Marine Center was the lovely old schooner, SCORPIO. This beauty of a staysail schooner was built in 1927. She is 42' on deck, and about 50' sparred length. Over the last 20 years SCORPIO has been rebuilt by her dedicated owner, and now graces SF Bay. She had a recent encounter with Colorado Reef down at Half Moon Bay and hit Flat Rock in the fog...luckily she did not sink and was towed to safety by a jetski.
Alongside SCORPIO was a vessel of a different stripe, a thirty year old, 29 foot Warrior catamaran. I got talking with Matt, the young crew member, and discovered his boat, TEAM KOHARA will shortly be disassembled and trailered north to Port Townsend for the Race2Alaska. With a crew of three, shiny yellow KOHARA looks fast. But they are almost out of time, having not yet taken delivery of their race sails. If enthusiasm counts, which it does, this team has already won the R2AK. Matt, Nico, and Josh have not only rebuilt KOHARA, but invented and installed a peddle drive for light winds, and a retractable "franken pole" for their giant spinnaker. I wish them the very best! http://koharasailing.com/
From the waterfront, we detoured through nearby Cesar Chavez park, the site of Sunday's concert by Sopwith Camel. This Loving Spoonful clone, SF Rock group, had a one hit wonder back in 1967 many of us remember called "Hello, Hello" ("would you like some of my tangerine..") https://www.youtube.com/watch?v=YjYsl__loTw
Finally, arriving back at Cal Sailing Center, we watched my dear sister windsurf with her new board and 4.4 sq. meter sail, just bought for peanuts at a windsurf flea market. You never know what you'll find in the neighborhood. All good.
Onward.
Nearby, a 20 foot skiff with three fishermen aboard cast off. Despite nothing to hit in their vicinity, and our location two slips away, they charged us, out of control, their 300 horsepower outboard grumbling. Luckily, contact was only a glancing blow, and the fishing crew commented as they swept by "very windy!"
I moseyed over to DURA MATER to see what Jackie was up to. Her refurbished windvane, shiny as new, lay nearby, and Jackie was tucked inside DM's lazarette, fiberglasing transom backing plates in an almost impossible location, occasionally popping up for air. For Jackie, nothing is impossible. It just takes a little longer. You'll see her lovely DURA MATER on the start line three weeks hence, outbound for the Farallones in the 38th running of the Singlehanded Farallones Race.
Buttoned up with double layers of fleece, we walked the perimeter of Berkeley Marina, venturing down on the docks when something of interest beckoned. Near the Berkeley Marine Center was the lovely old schooner, SCORPIO. This beauty of a staysail schooner was built in 1927. She is 42' on deck, and about 50' sparred length. Over the last 20 years SCORPIO has been rebuilt by her dedicated owner, and now graces SF Bay. She had a recent encounter with Colorado Reef down at Half Moon Bay and hit Flat Rock in the fog...luckily she did not sink and was towed to safety by a jetski.
Alongside SCORPIO was a vessel of a different stripe, a thirty year old, 29 foot Warrior catamaran. I got talking with Matt, the young crew member, and discovered his boat, TEAM KOHARA will shortly be disassembled and trailered north to Port Townsend for the Race2Alaska. With a crew of three, shiny yellow KOHARA looks fast. But they are almost out of time, having not yet taken delivery of their race sails. If enthusiasm counts, which it does, this team has already won the R2AK. Matt, Nico, and Josh have not only rebuilt KOHARA, but invented and installed a peddle drive for light winds, and a retractable "franken pole" for their giant spinnaker. I wish them the very best! http://koharasailing.com/
From the waterfront, we detoured through nearby Cesar Chavez park, the site of Sunday's concert by Sopwith Camel. This Loving Spoonful clone, SF Rock group, had a one hit wonder back in 1967 many of us remember called "Hello, Hello" ("would you like some of my tangerine..") https://www.youtube.com/watch?v=YjYsl__loTw
Finally, arriving back at Cal Sailing Center, we watched my dear sister windsurf with her new board and 4.4 sq. meter sail, just bought for peanuts at a windsurf flea market. You never know what you'll find in the neighborhood. All good.
Onward.
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With sunny skies and a 14 knot southerly breeze, I ran WILDFLOWER from Berkeley Marina north under the Richmond Bridge. The destination was Marin Yacht Club up San Rafael Creek, where I hoped to attend a presentation by Bill Edinger, owner of the well traveled trimaran DEFIANCE.
From Marker #17, it was a straight shot of 2 miles, course 280m, up the dredged channel, past the Marin Islets, to the entrance of San Rafael Creek. The dredged channel is 50' wide, and it being zero tide, the least depth I saw with 5'. The bottom in the area is sticky black mud, and if one gets off the entrance range, it is a soft landing of little consequence, as I discovered while attempting to come head to wind to drop sails.
Marin YC was welcoming, and enjoys a pleasant situation on the starboard side of San Rafael Creek. Bill Edinger's slide presentation focused on his recent (spring/summer 2014) voyage to French Polynesia on the 45' Norm Cross tri DEFIANCE. Founder of Spectra Watermakers, Bill is the best of seamen. And the voyage amongst the islands of the Marquesas and Societies looked idyllic.
However, halfway back to San Francisco from Hawaii, the headstay toggle on DEFIANCE broke, and the mast fell backwards, landing mostly on board. The mast, and much of the rigging was recovered. And Bill and crew, with 100 gallons of extra fuel transferred from a passing cruise ship, motored the last 1,000 miles safely home. The story, and a short video shot from aboard the cruise ship are here: http://www.sailfeed.com/2014/10/dismasting-in-the-north-pacific/
DEFIANCE's dismasting brings up food for thought. Metals aboard small boats are mostly out of sight, out of mind, and often forgotten with the assumption "it's metal, it can't break."
However, as is often distressingly found, there is no metal, even stainless steel, that does not suffer effects from corrosion and/or fatigue.
Out-of-sight metals include keel bolts, internal rudder structure, bronze propeller struts and thru-hulls, all of which can fail over time. As can rusty steel mast steps, the bulkhead side of stainless steel chainplates, and headstay and backstay tangs, where they are bent to conform to the sheer angle.
If there is welding involved, salt water can readily turn submerged metal to swiss cheese. In the 1978 SHTP a weldment failure took WILDFLOWER's new Sail-O-Mat anodidized aluminum windvane oar off the stern, rendering it useless.
A classic metal failure, due to flexing fatigue, is a keel stepped, aluminum mast at deck level, as well as an aluminum boom at the boom vang. Both areas should be checked for hidden cracks.
I got the feeling that DEFIANCE's broken headstay toggle was totally unexpected, as it was new, and oversized. Bill reported that at the time, he had DEFIANCE's running backstays led outboard to the amas (outriggers). Apparently, the amas would flex in a seaway, loosening and tightening the runners, causing the headstay to sag and tighten when sailing to windward, eventually fatiguing the toggle. DEFIANCE's runners now are led directly aft to the vaka (main hull).
I had a similar fatigue failure on my previous WILDFLOWER. I was 34 days, mostly closehauled on starboard tack, from New Zealand to Hawaii. In Hawaii, I was surprised to find the upper Sta-Loc terminal on my port side lower shroud had broken strands in my new and oversize 1x19 rigging. The lesson I gained from this is when crossing oceans, keep the loose leeward rigging from swaying back and forth by using "swifters," bungee cord or small diameter line wrapped around the leeward rigging to keep things snug.
From Marker #17, it was a straight shot of 2 miles, course 280m, up the dredged channel, past the Marin Islets, to the entrance of San Rafael Creek. The dredged channel is 50' wide, and it being zero tide, the least depth I saw with 5'. The bottom in the area is sticky black mud, and if one gets off the entrance range, it is a soft landing of little consequence, as I discovered while attempting to come head to wind to drop sails.
Marin YC was welcoming, and enjoys a pleasant situation on the starboard side of San Rafael Creek. Bill Edinger's slide presentation focused on his recent (spring/summer 2014) voyage to French Polynesia on the 45' Norm Cross tri DEFIANCE. Founder of Spectra Watermakers, Bill is the best of seamen. And the voyage amongst the islands of the Marquesas and Societies looked idyllic.
However, halfway back to San Francisco from Hawaii, the headstay toggle on DEFIANCE broke, and the mast fell backwards, landing mostly on board. The mast, and much of the rigging was recovered. And Bill and crew, with 100 gallons of extra fuel transferred from a passing cruise ship, motored the last 1,000 miles safely home. The story, and a short video shot from aboard the cruise ship are here: http://www.sailfeed.com/2014/10/dismasting-in-the-north-pacific/
DEFIANCE's dismasting brings up food for thought. Metals aboard small boats are mostly out of sight, out of mind, and often forgotten with the assumption "it's metal, it can't break."
However, as is often distressingly found, there is no metal, even stainless steel, that does not suffer effects from corrosion and/or fatigue.
Out-of-sight metals include keel bolts, internal rudder structure, bronze propeller struts and thru-hulls, all of which can fail over time. As can rusty steel mast steps, the bulkhead side of stainless steel chainplates, and headstay and backstay tangs, where they are bent to conform to the sheer angle.
If there is welding involved, salt water can readily turn submerged metal to swiss cheese. In the 1978 SHTP a weldment failure took WILDFLOWER's new Sail-O-Mat anodidized aluminum windvane oar off the stern, rendering it useless.
A classic metal failure, due to flexing fatigue, is a keel stepped, aluminum mast at deck level, as well as an aluminum boom at the boom vang. Both areas should be checked for hidden cracks.
I got the feeling that DEFIANCE's broken headstay toggle was totally unexpected, as it was new, and oversized. Bill reported that at the time, he had DEFIANCE's running backstays led outboard to the amas (outriggers). Apparently, the amas would flex in a seaway, loosening and tightening the runners, causing the headstay to sag and tighten when sailing to windward, eventually fatiguing the toggle. DEFIANCE's runners now are led directly aft to the vaka (main hull).
I had a similar fatigue failure on my previous WILDFLOWER. I was 34 days, mostly closehauled on starboard tack, from New Zealand to Hawaii. In Hawaii, I was surprised to find the upper Sta-Loc terminal on my port side lower shroud had broken strands in my new and oversize 1x19 rigging. The lesson I gained from this is when crossing oceans, keep the loose leeward rigging from swaying back and forth by using "swifters," bungee cord or small diameter line wrapped around the leeward rigging to keep things snug.
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This afternoon, the ocean off Santa Cruz is the color greenish brown with white frosting, a sure sign it's "breeze on."
At Monterey Bay buoy its gusting 33 knots, at Long Marine Lab (Natural Bridges) 30 knots, and 22 inside Santa Cruz Harbor at the Crow's Nest.
Typical Spring conditions, which we haven't had much of recently. In more tropical climes, and currently in Hawaii, it's termed "reinforced trades." The National Weather Service calls it Small Craft Advisories. Don't know about that. Today, you'd want to think twice about jibeing any sized boat, big or small.
It would be enlightening to watch FOOLISH MUSE, on his Olson 30, pull off his patented single-handed spinnaker jibe. I've never tried it, but he claims it works in this much breeze.
As described in his book, I paraphrase: Square the pole 2/3rds, ease the sheet so the spinnaker clew is 3' from the headstay, turn the boat, jibeing the main, assuming a new course with the AWA at 145 degrees (apparent wind angle). The pole is now to leeward, on the wrong side, and you just leave it there. Legal by the book for as long as you want. Jibeing back is a cinch, you just turn the boat. I do it all the time in high winds, 20-25 knots."
Sounds good to me. Except today. If the boat goes out of control and broaches with the pole to leeward, you'll "plant" the pole and likely be ordering a new mast. or pole, or both, from Buzz.
At Monterey Bay buoy its gusting 33 knots, at Long Marine Lab (Natural Bridges) 30 knots, and 22 inside Santa Cruz Harbor at the Crow's Nest.
Typical Spring conditions, which we haven't had much of recently. In more tropical climes, and currently in Hawaii, it's termed "reinforced trades." The National Weather Service calls it Small Craft Advisories. Don't know about that. Today, you'd want to think twice about jibeing any sized boat, big or small.
It would be enlightening to watch FOOLISH MUSE, on his Olson 30, pull off his patented single-handed spinnaker jibe. I've never tried it, but he claims it works in this much breeze.
As described in his book, I paraphrase: Square the pole 2/3rds, ease the sheet so the spinnaker clew is 3' from the headstay, turn the boat, jibeing the main, assuming a new course with the AWA at 145 degrees (apparent wind angle). The pole is now to leeward, on the wrong side, and you just leave it there. Legal by the book for as long as you want. Jibeing back is a cinch, you just turn the boat. I do it all the time in high winds, 20-25 knots."
Sounds good to me. Except today. If the boat goes out of control and broaches with the pole to leeward, you'll "plant" the pole and likely be ordering a new mast. or pole, or both, from Buzz.
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Thanks, RAGTIME!, for the color. HOOT's keel and rudder seem to be flapping in the breeze, and the pole is nearly vertical, pointed down. It's too late to ease the afterguy big time, which should have been done a few seconds earlier.......
FOOLISH MUSE's spinnaker jibe technique for short handing, even full crew, has positive attributes. Leaving the pole on the wrong side during a jibe allows the #3 blade jib to remain hoisted, helping to stabilize the boat, prevent wraps, and helping in the douse.
I would think FM's technique works best with symmetrical spinnakers. But an asymmetrical on a pole could also work. You would just want to keep the pole topped a bit extra to clear the bow wave.
FM claims he can reach to 90 degrees apparent wind angle with the pole to leeward. That in itself is a revelation.
I can think of many places where jibeing/pole to leeward might pay handsomely: running down the City Front late in an ebb, doing quick jibes to stay in fair current; running down the Estuary; clearing Pt. Blunt or Alcatraz when you thought you had it made, and find you don't; and making a clearing jibe to avoid shipping.
I forgot one thing in FM's instructions: "tighten the twings" If you don't have twings, or know what they are, disregard.
FOOLISH MUSE's spinnaker jibe technique for short handing, even full crew, has positive attributes. Leaving the pole on the wrong side during a jibe allows the #3 blade jib to remain hoisted, helping to stabilize the boat, prevent wraps, and helping in the douse.
I would think FM's technique works best with symmetrical spinnakers. But an asymmetrical on a pole could also work. You would just want to keep the pole topped a bit extra to clear the bow wave.
FM claims he can reach to 90 degrees apparent wind angle with the pole to leeward. That in itself is a revelation.
I can think of many places where jibeing/pole to leeward might pay handsomely: running down the City Front late in an ebb, doing quick jibes to stay in fair current; running down the Estuary; clearing Pt. Blunt or Alcatraz when you thought you had it made, and find you don't; and making a clearing jibe to avoid shipping.
I forgot one thing in FM's instructions: "tighten the twings" If you don't have twings, or know what they are, disregard.
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Philpott
Cal 2-27 Dura Mater
Olson 30's never broachbut they round down real good!
Last Saturday on the way back from the Farallones it was dark and gusting to 25 knots. Our illustrious Web Czar, David, had his crisp new spinnaker up. Temerity has a tiller, which he was gripping like a whaleboater. He was grinning from ear to ear, but he also kept up this low moan: "Whoooooaaaaah!" Perhaps he feared this experience. For me? Ignorance was obviously bliss.
The West Coast has been blessed with iconic, charismatic, and legendary sailing vessels. Three of which I am personally familiar.
MERLIN, Bill Lee's 66' ultralight, held the Transpac Record for 20 years. As well, MERLIN introduced a generation to "Fast is Fun" sailing. During Wednesday Nite Racing at Santa Cruz, MERLIN would regularly sail with 30-50 aboard. It drove the Coast Guard nuts. At the dock, every week, the Coasties would board for a safety inspection. Bill Lee had six sailbags of lifejackets, over 100 in all. And they would make him count every one, just to make sure.
Most of you know Hank Easom and his lovely 8 meter YUCCA. YUCCA has got to be the favorite in any race Hank enters. Unlike most other boats, to be passed by YUCCA in a race is a pleasure. To see YUCCA and Hank in action on the Silver Screen, the Throckmorton Theater in Mill Valley is showing the feature film "Life on the Water" on May 28, at 7:30 PM. https://www.facebook.com/pages/Life-on-the-Water_Film-Series/262361347209174?fref=photo
I grew up in Southern California watching YUCCA race. She was the Queen of the Fleet back then. However, a 42' foot double-ender named SPARKLE would go boat for boat with YUCCA.
SPARKLE was home designed, home built (1947), and her lines were based on a New Bedford whale boat. An argument could be made that SPARKLE was the first ocean racing ultra-light. In an era when sailing designs dug a hole in the water the faster they went, SPARKLE slipped along the surface, with only a gentle bow wave and zero quarter wave. As a kid, I was in awe. How could SPARKLE do that?
If you have 10 minutes, and genuinely want to feel good, I suggest watching the SPARKLE story. http://www.offcenterharbor.com/videos/sparkle-boat-beat/ And check out how SPARKLE slips through the water at 7:40....
MERLIN, Bill Lee's 66' ultralight, held the Transpac Record for 20 years. As well, MERLIN introduced a generation to "Fast is Fun" sailing. During Wednesday Nite Racing at Santa Cruz, MERLIN would regularly sail with 30-50 aboard. It drove the Coast Guard nuts. At the dock, every week, the Coasties would board for a safety inspection. Bill Lee had six sailbags of lifejackets, over 100 in all. And they would make him count every one, just to make sure.
Most of you know Hank Easom and his lovely 8 meter YUCCA. YUCCA has got to be the favorite in any race Hank enters. Unlike most other boats, to be passed by YUCCA in a race is a pleasure. To see YUCCA and Hank in action on the Silver Screen, the Throckmorton Theater in Mill Valley is showing the feature film "Life on the Water" on May 28, at 7:30 PM. https://www.facebook.com/pages/Life-on-the-Water_Film-Series/262361347209174?fref=photo
I grew up in Southern California watching YUCCA race. She was the Queen of the Fleet back then. However, a 42' foot double-ender named SPARKLE would go boat for boat with YUCCA.
SPARKLE was home designed, home built (1947), and her lines were based on a New Bedford whale boat. An argument could be made that SPARKLE was the first ocean racing ultra-light. In an era when sailing designs dug a hole in the water the faster they went, SPARKLE slipped along the surface, with only a gentle bow wave and zero quarter wave. As a kid, I was in awe. How could SPARKLE do that?
If you have 10 minutes, and genuinely want to feel good, I suggest watching the SPARKLE story. http://www.offcenterharbor.com/videos/sparkle-boat-beat/ And check out how SPARKLE slips through the water at 7:40....
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Daydreamer
SAILOR
Great video on Sparkle. I really liked the part when the original crew showed up!
OCH keeps trying to get my money by sending me nifty things to watch like that.
OCH keeps trying to get my money by sending me nifty things to watch like that.
Musician David Crosby's 74' Alden schooner MAYAN has been sold to Beau and Stacey Vrolyk. MAYAN, built in 1947, is now homeported in Santa Cruz. If her timbers could talk, the stories that could be told.
Yesterday, I had a chance to crew on MAYAN in Elkhorn YC's Otter Cup Regatta, 24 miles from Moss Landing to Monterey and return. Initially, winds were light and on the nose, not schooner conditions. We found ourselves crossing tacks with a Folkboat and Cal-25.
MAYAN is new to her crew, and in her long history, has apparently never been raced. Most of the gear is 1950's vintage. The 25' mainboom has no winch, and is trimmed by hand to a massive bronze cleat. MAYAN's new Ullman genoa, 30' on the foot, is sheeted to a little Barient 22. I had difficulty imagining Beau's plan of racing MAYAN on SF Bay.
But yesterday was good sailing for MAYAN. The afternoon seabreeze filled at 14 knots, the sun came out, and MAYAN began to lift her skirts. We hoisted the massive Advance staysail, which has four corners, a "peak" halyard and "throat" halyard. MAYAN began to sail through the Otter Cup fleet. Santa Cruz ultralight guru Bill Lee took the helm, and we set all but one of MAYAN's 7 sails. Down came the Advance, up went the Fisherman topsail, the forestaysail, the main staysail, spinnaker and centerboard. The crew was getting a workout, and MAYAN, barely heeled, was trucking. I went out on the tip of the 10' bowsprit to check trim when nearby humpback whales began a feeding frenzy, 50 yards to windward. Our 11 crew were momentarily mesmerized by these giant creatures becoming airborne, then landing with a massive cannonball splash.
On a broad reach, MAYAN foamed to the finish at Moss Landing Breakwater. We had to put the brakes on pretty fast and get our 5 sails, including spinnaker, quickly doused, as there's not much runway ahead to the Highway 1 bridge, and MAYAN's turning radius is gentle at best.
The narrow channel to Elkhorn Yacht Club is further crowded with local sea otters, lazing about. Beau made the final turn to the guest dock, and MAYAN gently kissed the float as everyone on the nearby lawn watched this lovely schooner nuzzle into her berth..
Elkhorn YC is a welcoming place, a bit funky (it’s the oldest yacht club on Monterey Bay,) and liveaboards are not only tolerated, but welcomed, and comprise much of the membership. Activities are numerous, and at the evening's awards presentation, we found MAYAN had won the Otter Cup. Overhead, a venerable Roosevelt Elk stared down on the scene. I've never been in a yacht club with a stuffed animal on the wall. But I understand there may be a secret room at St.Francis Yacht Club where such things exist.
Yesterday, I had a chance to crew on MAYAN in Elkhorn YC's Otter Cup Regatta, 24 miles from Moss Landing to Monterey and return. Initially, winds were light and on the nose, not schooner conditions. We found ourselves crossing tacks with a Folkboat and Cal-25.
MAYAN is new to her crew, and in her long history, has apparently never been raced. Most of the gear is 1950's vintage. The 25' mainboom has no winch, and is trimmed by hand to a massive bronze cleat. MAYAN's new Ullman genoa, 30' on the foot, is sheeted to a little Barient 22. I had difficulty imagining Beau's plan of racing MAYAN on SF Bay.
But yesterday was good sailing for MAYAN. The afternoon seabreeze filled at 14 knots, the sun came out, and MAYAN began to lift her skirts. We hoisted the massive Advance staysail, which has four corners, a "peak" halyard and "throat" halyard. MAYAN began to sail through the Otter Cup fleet. Santa Cruz ultralight guru Bill Lee took the helm, and we set all but one of MAYAN's 7 sails. Down came the Advance, up went the Fisherman topsail, the forestaysail, the main staysail, spinnaker and centerboard. The crew was getting a workout, and MAYAN, barely heeled, was trucking. I went out on the tip of the 10' bowsprit to check trim when nearby humpback whales began a feeding frenzy, 50 yards to windward. Our 11 crew were momentarily mesmerized by these giant creatures becoming airborne, then landing with a massive cannonball splash.
On a broad reach, MAYAN foamed to the finish at Moss Landing Breakwater. We had to put the brakes on pretty fast and get our 5 sails, including spinnaker, quickly doused, as there's not much runway ahead to the Highway 1 bridge, and MAYAN's turning radius is gentle at best.
The narrow channel to Elkhorn Yacht Club is further crowded with local sea otters, lazing about. Beau made the final turn to the guest dock, and MAYAN gently kissed the float as everyone on the nearby lawn watched this lovely schooner nuzzle into her berth..
Elkhorn YC is a welcoming place, a bit funky (it’s the oldest yacht club on Monterey Bay,) and liveaboards are not only tolerated, but welcomed, and comprise much of the membership. Activities are numerous, and at the evening's awards presentation, we found MAYAN had won the Otter Cup. Overhead, a venerable Roosevelt Elk stared down on the scene. I've never been in a yacht club with a stuffed animal on the wall. But I understand there may be a secret room at St.Francis Yacht Club where such things exist.
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