Blue Water Sailing, Winter 2022

BLUE WATER

w i n t e r, 2 0 2 2

SAILING A PASSEL OF PERFECT POCKET CRUISERS CRUISING TION

BOAT

CONSTRUC-

CRUISING THE EASTERN CARIBBEAN

{ CONTENTS } FEATURES

14 Classic Passage

Cruising the Eastern Caribbean as the Pandemic Wears On

by Bob Osborn

20 Bluewater Adventure Criusing Boat Construction

by John Neal

26 Tech Report

2022 WINTER

What Worked What Didn’t, After 14 years

by Rebecca Childress

30 Blue Water Boats

A Passel of Perfect Pocket Cruisers

by George Day

Front Cover: Jeanneau 349

DEPARTMENTS 3 Captain’s Log 4 Blue Water Dispatches 38 Classifieds

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{ CAPTAIN’SLOG }

The Pleasures of Small Boat Cruising IT WOULD BE NO SURPRISE TO BWS READERS TO OBSERVE that the median size of cruising boats continues to grow year after year. It is completely ordinary these days to meet a couple buying their first cruising boat and looking only at boats above 50 feet.

Many buyers are looking at catamarans, too, so having a lot of living space has become a priority.

This is our annual Pocket Cruiser issue so I’d like to take a moment to reflect on the many pleasures of cruising in boats under 35 feet. My first offshore passage when I was about 12 was aboard a Tartan 27, a trip that we made every summer from the south side of Cape Cod to Penobscot Bay in Maine and back, without marine electronics except a hand-held RDF or an autopilot. That’s just the way it was and we never had an incident worth noting.

BLUE WATER

SAILING Winter, 2022 Blue Water Sailing, LLC 747 Aquidneck Avenue, Middletown, Rhode Island 02842 USA phone: 401.847.7612 web: www.bwsailing.com

Editorial Editor & Publisher George Day george@bwsailing.com Editors-at-Large

John Neal

Contributing Editors Bill Biewenga, Rebecca Childress

After college, I had the opportunity to join my childhood friend John aboard his uncle’s 30-foot Tahiti Ketch, which he had borrowed. As it turned out we sailed to the Caribbean, then to Panama, then to the Marquesas, then to Tahiti, where I had to bail out.

In the end, John sailed the little 30-foot ketch around the world with various crew joining him along the way.

The thing about Pocket Cruisers is their relative simplicity and the relative ease of handling gear, trimming sails, docking, not to mention sanding and painting the bottom every year. Plus, the cost of running a 27 to 35 footer is seriously less than a 40 to 45 footer.

Think of the difference in insurance rates, marina fees, fuel costs, sail maintenance and much more.

I’ve met many an experienced cruiser who has sought to simplify their boats and their gear so they spend less time on inevitable maintenance and more time enjoying the places they have sailed to. It’s a sensible evolution that kind of mirrors the progression many cruisers go through thinking they need all of the fanciest gear and equipment at the outset to understanding that they don’t.

Advertising Sales/ Production Art Director Sandy Parks 401-847-7612/ sandy@bwsailingcom Advertising Sales & Marketing Consultant tomcat911@comcast.netTom Casey

Circulation Published quarterly. Issues available at issuu.com For questions about your subscription email the publisher. george@bwsailing.com Blue Water Sailing is copyrighted 2022.

All rights reserved.

But perhaps the most pleasurable aspect of small boat cruising is how close you get to the natural world around you. You experience viscerally the press of the wind, the slap of a wave, the heave of a large swell or the visit of a pod of dolphin that you can almost reach out and touch. So, enjoy our 2022 Annual Paean to Pocket Cruisers and remember that it’s not about how big a boat you have but about the size of your cruising dreams.

Winter, 2022

Blue Water Sailing is published quarterly by Day Communications, Inc. 747 Aquidneck Ave. Middletown, RI 02842 ISSN#1091-1979

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{ CRUISINGDISPATCHES }

CCA AWARDS TWO-TIME CIRCUMNAVIGATORS 2021 BLUE WATER MEDAL

By John Burnham (for the CCA)

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GINGER AND PETER NIEMANN HAVE BEEN named winners of the 2021 Blue Water Medal by the Cruising Club of America for two sailing circumnavigations that took them to the high latitudes, north and south. Due to the COVID-19 pandemic, the second trip around the world included rigorous non-stop passages while returning home to Washington state.

Chiles and Eric and Susan Hiscock.

The Niemanns exemplify the spirit of adventure and determination represented by the Blue Water Medal, which has been awarded regularly since 1923 to reward meritorious seamanship and adventure upon the sea displayed by amateur sailors of all nationalities, that might otherwise go unrecognized. Past winners have ranged from Eric Tabarly and Sir Francis Chichester to Rod Stephens, Webb

In 2017, they departed Washington State aboard Irene, a 52-foot fiberglass ketch.

Taking the opposite direction, east-about, through the Northwest Passage and staying in the northern hemisphere, they never crossed their first track around the world. Becoming the 30th U.S.-flagged vessel to complete theNorthwest Passage transit, Irene touched Greenland, Newfoundland, and the U.S. East

The Niemanns' first voyaging boat was Marcy, a 47-foot sloop they converted from a schooner. From 2006 to 2010, Marcy took them west-about from Seattle almost 50,000 miles around the world, including rounding the Cape of Good Hope and Cape Horn.

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{ CRUISINGDISPATCHES }

Coast before crossing the Atlantic to Ireland.

After touring the U.K., Atlantic Europe, and the Mediterranean, they found themselves suddenly stranded in Turkey when the COVID-19 pandemic began. Like international cruisers everywhere, they were stopped in their tracks.

Unwilling to leave Irene, they considered staying in Turkey; sailing back home across the Atlantic; or heading home to the Pacific Northwest through the Suez Canal. They chose the

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been revoked. Nearby Singapore let them stay but they couldnít leave the boat. They lived onboard at the Changi Sailing Club for five months. In all, they spent nearly 300 days aboard, unable to go ashore in any country.

On February 2, 2021, they departed on the long cruise home via Japan and the Aleutians.

Despite the truly unique challenges posed by the pandemic, Peter and Ginger persevered, cheerfully adapting to a seemingly endless onboard quarantine and making lengthy passages in extremely difficult conditions. They have coped with challenges posed by wind and weather, taken on the high latitudes in the Arctic and Patagonia, and found a way to successfully navigate the pandemic to complete a second circumnavigation in extraordinary circumstances.

Their teamwork, courage, good humor, flexibility, and innovative spirit are evidence of

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During these uncertain and difficult times, their persistence and ingenuity is truly inspiring, and the Cruising Club of America is proud to present them with the 2021 Blue Water Medal. BWS About the Cruising Club of America: The CCA is a collection of passionate, accomplished ocean sailors making adventurous use of the seas. The 1400-member organization has no physical clubhouse and is instead organized among 11 stations throughout North America and Bermuda. In even-numbered years, the CCA organizes the Newport Bermuda Race in conjunction with the Royal Bermuda Yacht Club.

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South Pacific Still Mostly Closed to Cruisers AFTER MORE THAN TWO YEARS OF BEING shut down due to the Covid-19 pandemic, the island nations along what cruisers often call “the coconut milk run” across the South Pacific are still off limits to cruisers heading west from Panama and Central America.

Starting from east to west, the Galapagos are open but you need an agent to clear you in, proof of vaccinations and a pre-departure negative covid test. French Polynesia’s maritime borders are still officially closed but vaccinated crews may apply for entry on the country’s website before departing for the Pacific crossing.

West from French Polynesia, The Cook Islands has recently opened up air travel from New Zealand but the maritime borders are closed as the country has not had a single case of covid. Tonga is recovering from the huge volcanic explosion and tidal waves and is still closed to visiting yachts. Fiji is open for visiting crews that have proof of vaccination but travel to outer islands is limited.

Heading west of south from Fiji, New Caledonia and New Zealand are closed to visiting yachts and have not yet announced plans to reopen. Australia is open to cruising citizens of the country arriving by yacht and work on going to develop protocols for other nationalities as well.

For cruisers in the South Pacific who want to head to the States, Guam, Palau and Hawaii are open to arriving yachts with vaccinated crews. Tests for covid will be required upon arrival.BWS Winter 2022

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Blue Water Sailing

Cruising the Eastern Caribbean as the Pandemic Wears On Here’s the latest cruising news from the Caribbean on testing, quarantining and masking down island By Bob Osborn

IT’S MID-JANUARY, AND MY WIFE BRENDA and I are anchored in Falmouth Harbor, Antigua, plotting our next move as we plan to head “down island.” Last season, moving from place to place was nearly impossible, and the rules for clearing in and out were constantly changing. In the absence of vaccines, quarantine was the norm so most cruisers stayed put for much of the season.

Last fall, I participated in the Salty Dawg Caribbean Rally from Hampton, VA to Antigua.

With nearly 82 boats heading south and the bulk planning to make landfall in Antigua, a fleet dominated by many first timers who had decided that life was short and that they wanted to go south while they could.

As the sponsor of the rally, the Salty Dawg Sailing Association went to great lengths to keep the fleet safe requiring that all participants show proof of vaccination, a decision that was widely supported by participants. This position proved to be wise since by the time the fleet arrived most islands had a vaccination mandate in place for all visitors. Months later, many businesses are still asking for proof of vaccination.

Here in Antigua and on other islands, life is fairly normal with masks mandatory both outside and indoors. Back in early November the Antigua government took the controversial position of requiring vaccination for all government employees and those involved in the

{ CLASSIC PASSAGE }

reasons as PCR tests can run upwards of $200-$250 per person.

hospitality business, firing those who did not comply. Taking a hard line to reduce infection was important as the economy of Antigua, like so many other islands, is heavily based on tourism. They are receiving the benefit of this decision now as the marinas are packed to capacity and restaurants and hotels are busy.

While those in colder climates struggle with finding a way to spend time in public during cold weather, here in the islands, where just about everything is done outdoors, in tropical breezes, life seems pretty normal and everyone is going about their business with little restriction.

While a negative Covid test is required upon arrival in all islands, at this writing, most now allow the less expensive rapid test as opposed to the lab-based PCR test that was the norm until recently. A few islands still require the more expensive PCR test, which might lead to some cruisers heading elsewhere for cost

Many cruisers, after enjoying the holidays here or back in the states, are now beginning to head to other islands, many making the daylight run to Guadeloupe. Fortunately, entry there is still as simple in Deshaies, as in the past; head to the T-shirt shop, pay a few euros and you’re good to go. In most cases, cruisers aren’t even being asked for their test results.

Given the fear of breakthrough infection, even if it’s not particularly risky for healthy vaccinated people, many cruisers have a supply of rapid tests aboard so that they can check themselves, in advance of paying for a proctored test, the sort required for entry, as they don’t want to pay the $100US for the rapid test only to find that they must wait due to a positive result.

The general consensus with most cruisers that I have contacted is that they plan on more spending time in their favorite places so that they can avoid the complexity and expense of regular testing.

Guadeloupe is a popular destination with most clearing in at the small village of Deshaies and then moving on to Les Saintes, with its laid-back Mediterranean vibe and great French food. From there, some will opt to head to Dominica, known for great hiking, but many will choose to make the 100 mile run to Martinique, with its mix of bustling cities and quaint villages; it’s easy to spend a few months there without the complexities of testing before moving elsewhere.

For many cruisers visiting Martinique, clearing into St Pierre is a good first stop. From there Blue Water Sailing

some move to the bustling capital city of Forte de France or, perhaps, continue on directly to the village of St Anne, with its expansive anchorage, a favorite spot for cruisers to hang out, some for the entire season. Nearby la Marin is a great place to provision and boat supplies are readily available.

All and all, as the pandemic hopefully moves into its final critical stage, life here in the Caribbean feels a lot like “old times” and there are hints that things are finally getting back to normal.

One thing for sure, based on the number of “first timers” that joined the Salty Dawg Rally last November, is that living through the last two years, with so much uncertainty, has caused many to reevaluate their lives and adopt the YOLO, you only live once, attitude.

As they say, “you’ll never be any younger or any healthier so cast off the dock lines and go cruising”.

As my friends up in New England are coping with single digit temperatures lamenting for the days when they were able to enjoy alfresco

Winter 2022

dining, those of us that are here in the Caribbean are enjoying gentle trade winds, daily visits to the beach and those iconic sunsets that the tropics are known for.

So, if you have been dreaming of a tropical winter, now’s the time to begin planning in earnest for next season. And, speaking of planning, why not sign up to participate in the webinar series, more than 40 topics in all, that is being put on by Salty Dawg Sailing Association to help jump start your plans to head south next season. www.saltydawgsailing.org

BWS

Bob and his wife Brenda have been spending winters south aboard their 47’ Aerodyne sloop, Pandora, for the last decade, most recently in the Eastern Caribbean. He is active with the Salty Dawg Sailing Association and serves as president, rally director and port officer to Antigua. Last November, he was awarded a medal, the Faithful and Meritorious Service, gold, by the Governor General of Antigua for his contribution to yachting in Antigua and Barbuda. He has kept a blog www.sailpandora. com for over a decade. He can be reached at robertosbornjr@gmail.com

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{ BLUEWATER ADVENTURE }

Cruising Boat Construction

A veteran voyager and expedition leader explains the essential elements of blue water cruising boats By John Neal HULLS Fiberglass is the second least maintenance-intensive material (following unpainted aluminum) for cruising boats, but construction quality varies greatly from one builder to the next. The majority of fiberglass boats were never designed or built for extended ocean sailing and may eventually start falling apart if pressed into this type of service. The other extreme are designs that are so heavily built and overweight and do not have the sailing performance that makes for fast, comfortable and enjoyable passages.

SELECTING AND PURCASHING AN OCEAN CRUISING SAILBOAT

by John Neal 20

Pearson Vanguards, Tritons and Alberg 35’s are examples of very well built, reasonably priced earliest fiberglass boats.

After 50 years, many of these boats are still going strong, although their short waterlines and modest volume make them less attractive than more modern designs.

Hull thickness doesn’t necessarily translate into strength.

A thick hull with a high resin to glass ratio may actually be more brittle than a thinner hull where the resin has been carefully squeegeed out.

Blue Water Sailing

Some builders have a history of serious osmotic blister problems, sometimes the result of lack of temperature and humidity control during lay-up. In some cases, blistering may be serious enough to require a bottom peel, the removal and replacement of part of the hull laminate. This can be very expensive and time consuming and may occur again later. A knowledgeable surveyor will be an excellent resource and frequently will recommend looking for a different boat if the blisters are deep and extensive.

If the hull is balsa-cored and the core material becomes saturated because of improperly installed thru-hulls, or if the boat has “gone on the beach” you may want to look at a different boat because of the cost of repairs and potential for future problems.

This is frequently an issue with ex-charter catamarans.

oxidized aluminum hulls attractive, they are sturdy and practical. Aluminum suffers from electrolysis more severely than steel; if you own an aluminum boat, you’ll need to be very careful when installing gear and when moored in electrically “hot” marinas. Quality aluminum builders include Allures, Garcia and Boreal in France and Kanter in Ontario, Canada.

Steel is an excellent boatbuilding material, frequently the choice of sailors who have done extensive offshore cruising. The impact resistance and total watertightness of the hull, deck and fittings is an advantage. With sandblasting and new epoxy coatings, steel takes

Foam-coring provides excellent insulation above the waterline but there can be problems with water absorption if coring is used below the waterline.

Read Surveying Yachts and Small Craft by Paul Stevens, Adlard Coles Nautical, 2010 or Surveying Fiberglass Sailboats by Henry C. Mustin, International Marine, 1994 for a clear and concise view of hull and deck design, structure, and condition.

Aluminum boats are generally lighter and faster than steel boats, have less impact resistance and may be slightly more difficult to have repaired in remote shipyards. Painted aluminum boats often tend to develop paint blisters after five years, requiring an expensive paint job if you want a fair and shiny hull.

There are hundreds of unpainted French aluminum boats cruising the world, and although you may not find their concrete-colored Winter 2022

less time to maintain than it used to, although it still requires more time and cost to maintain than an unpainted aluminum or fiberglass boat. Some of the steel boats on the North American and Australian markets are ownerbuilt hard-chine designs. Although strong and stiff, they are not particularly fast or attractive to many people’s tastes. A poorly-built steel boat will have places on the inside of the hull that will trap water and rust through from the inside out. Access to every part of the interior of the hull makes checking for corrosion and painting much easier.

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{ BLUEWATER ADVENTURE }

Some attractive, modern steel cruising boats are the Waterline Yachts built in Sidney, BC (an excellent yard), Kanter Yachts, Brewerdesigned Goderich Yachts built in Ontario, and the Amazon 37 and 44 which were built in Vancouver, BC. Dutch and German-built steel boats are frequently of very high quality.

Wood boats often offer a lower purchase price, although the cost and time involved in keeping them in good shape is more than with other materials. If you have a limited budget, and don’t mind the additional work, a well-built

wooden boat could be a reasonable choice. It may be difficult to find long-distance offshore insurance for traditionally built wooden cruising boats.

Perhaps because there are so many potential sources of problems on wooden boats in the tropics we see fewer of them long distance cruising each year. There is the special warmth and appeal of wood that some people find irresistible, whether or not it takes more care and maintenance.

Wooden boats built utilizing wood epoxy satu22

ration (WEST System) technique are lighter, stronger and often faster than traditionally built boats and have a better chance of being insurable for ocean cruising. The best areas to find modern cold-molded boats are in the New Zealand and NW and NE U.S. Ferrocement is the only material that has no advantages other than inexpensive construction materials. It is the most labor-intensive material to build with, is difficult to finance, insure or repair, and has the lowest impact resistance of any material. Having said this, I have met two cement cruising boats that have completed two and three circumnavigations respectively.

TANKS Stainless steel is the best tank material for water and fuel tanks.

Aluminum tanks are less expensive and lighter but frequently develop pin-hole leaks after 15 years. Chlorine, present in most municipal drinking water dissolves aluminum. Chlorine can be filtered out when filling tanks, but without a small amount of chlorine in the tropics, bacteria and algae can foul drinking water.

Aluminum fuel tanks are also subject to corrosion and leaks. Frequently builders install tanks, build the interior over them, and then install the house and decks. Removal and replacement of the tanks can be shockingly expensive. In December 2014, Practical Sailor, Patrick Childress relates how he cured leaking aluminum water tanks on his Valiant 40 using Amerlock 2. He also recommended more acceptable “food grade” two-part tank coatings designed specifically for potable water systems including: Rust-Oleum W9200, Hempel Hempadure 3556 and Sherwin Williams Tank Clad HS Epoxy.

Blue Water Sailing

Steel fuel tanks, commonly called “black iron” and found on many Taiwan boats nearly always needs to be replaced and quotes to replace with stainless often run over $12,000 per tank if the interior woodwork needs to be removed before the tank.

BULKHEADS On a fiberglass boat, bulkheads need to be securely glassed to the hull and deck on both sides with multiple layers of tape. High production builders skip this labor-intensive step, gluing bulkheads in instead. Once these boats have had a hard grounding or made several ocean passages, bulkheads and interior wooden cabinetry frequently come unbonded from the hull and deck, allowing the hull to flex more than it should. The repair is complicated, messy and expensive, involving grinding and fiberglassing in some difficult to reach areas.

Internal stiffening systems (grid floor systems, and/ or full-length and transverse glass over foam (not wooden stringers) contribute greatly to the stiffness and rigidity of a boat. If the interior woodwork is just glued or lightly attached to a hull liner pan or to the hull, it’s not uncommon to discover it breaking loose after a few thousand miles of ocean sailing. Access to hull and deck areas is generally restricted when fiberglass liners and pans are used in construction, making equipment installation and leak stopping difficult. From a manufacturing standpoint, hull liners are substantially less expensive than “stick-built” interiors, but you won’t find them on top-end ocean cruising designs. This is one Winter 2022

of the reasons for the large price difference between high-volume mass-produced French and German yards and higher quality, lower volume builders.

DECKS The deck surface must provide adequate nonskid without being overly abrasive on bare knees. If you plan on living aboard or cruising in non-tropical areas, insulated decks will reduce condensation and moisture.

Teak decks look great at the boat show, but on

older boats thin or improperly laid decks will present additional leak potential and maintenance and the cost of removal or replacement is often a deal breaker.

In the ‘70’s and ‘80’s, many Taiwan yards installed teak decking over plywood or random bits of wood. Serious water absorption problems started occurring once these boats were 10-to15 years old. If the plywood core material is not marine grade (it commonly was not) or if insufficient bedding compound was used, water follows the screw threads to the core 23

{ BLUEWATER ADVENTURE }

material which becomes saturated and rots.

This is a deal breaker. Check with any marine surveyor to verify this and avoid these boats.

I would recommend having a surveyor look very carefully at any boat older than six years with balsa-cored decks. Unless the core has been eliminated in favor of a solid laminate where stanchion bases, genoa tracks, cleats and other deck fittings are placed, water will penetrate the balsa sooner or later, and repairs may be extensive and expensive.

If the boat has foam-cored decks, the marine surveyor will check all horizontal surfaces

elasticity. Due to the working of the boat and the different climatic conditions the toerail and hull expand, contract and flex at different rates eventually weakening the bond, allowing water to follow the bolt or screw threads down, and drip on the inside of your lockers.

Two Methods of Solving Cap Rail Leaks Remove the teak cap rail or aluminum extruded toerail and clean and re-bed each bolt.

Radius the inside of the joint with epoxy and microballoons and then lay several layers of fiberglass tape over the inside of the joint, totally sealing it and strengthening the area at the same time.

A more trouble-free hull to deck joint utilizes substantial fiberglass bonding on the interior of the joint, eliminating mechanical fasteners and leaks.

carefully for voids or delaminating by tapping with a small hammer.

HULL TO DECK JOINT There are several methods of attaching the hull and deck of fiberglass boats. The most common method utilizes bolts or screws protruding through on the inside of the hull to the deck joint. This mechanical clamp joint is relying on the bond of a sealant adhesive (3M 5200 is often used) to stop leaks. After 10 to 12 years and several thousand miles of ocean sailing the sealant/adhesive loses some of its 24

MAST STEPS Deck stepped masts work well if proper structural members transmit the load to the keel. They have no leaks or corrosion and are simpler to pull for inspection. With keel stepped masts, inspect for leaks and corrosion at the base of the mast. Check the mast step of any mast for settling or deformation. Check any mast for trueness.

CHAINPLATES The loading from chainplates must be evenly transmitted to bulkheads and structural members below deck to avoid lifting or distorting the deck. Separate chainplates for forward, upper and aft shrouds provides more stability for the mast and reduces the chance of deck loading distortion.

Swept-back spreaders mean a less expenBlue Water Sailing

sive installation for the builder and a tighter sheeting angle for the headsail, but frequently present a chafe problem when easing the main out for deep downwind sailing.

External chainplates (fastened to the outside of the hull) look salty but have a much higher leak potential and restrict jib sheeting angles.

Chainplates must be easily removable as crevice corrosion, particularly in warm climates can be a serious issue.

STEERING SYSTEMS Some sailors prefer tillers on boats under 35 feet as there are fewer moving parts and installing most windvane steering systems is less complicated than with wheel steering.

If the boat you’re considering has wheel steering, hopefully the system was built by a

Winter 2022

reputable company like Edson, Jeffa or Lewmar/Whitlock where you’re assured of quality components and that you’ll always be able to source spare parts if needed. Many older Taiwanese-built steering systems suffer from poor initial design, inferior bronze castings and rudders that aren’t able to hold up to the stresses of ocean sailing. This is less of a problem on higher quality Taiwan boats like Norseman, Taswell, Mason and Little Harbor.

EMERGENCY STEERING Emergency steering means, in the best case, that you can steer the boat plus or minus 30 degrees. A very workable alternative if the rudder is undamaged but steering is not working is having an autopilot ram connected to a separate tiller arm bolted directly to the rudder shaft. BWS

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{ TECH REPORT }

What Worked What Didn’t, After 14 years

By Rebecca Childress

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Here is the annual repost on gear and equipment aboard Brick House, a Valiant 40, after an almost-completed circumnavigation 14 years is still going strong. I am all but 1000 miles from completing my 15-year circumnavigation…and the original one is still working fine. I guess I got my money’s worth with Raymarine.

IT’S BEEN OVER 14 YEARS NOW THAT I HAVE been sailing around the world, and there are a few things we put on Brick House that are still working well after all this time. We have also over this time added a few components that we should have gone with on the first round, and not waited so long to install.

We did purchase and install a new drive unit for the Raymarine autopilot last year, but our old drive unit remains onboard as a spare because it’s still 100-percent good. Even our old Raymarine AIS transponder just keeps faithfully transmitting and receiving! Raymarine has served us very well on Brick House.

First, all of our Raymarine products...from our oversized autopilot, to our Axiom Pro Chartplotter to our Flir night vision to our instruments in the cockpit are all still going strong! We have a new Raymarine Evolution autopilot with a new P70 display sitting in a box with all the right wires to hook it up should our Raymarine SG3 course computer pack it up. But it never packs up and after

The Navionics charts for both our chartplotter and my iPad, have been fantastic throughout our circumnavigation, and despite buying other brands to try, Navionics exceeded all others. Easy updates, accurate information and features that are expanded each and every year... I credit them with getting us around safely without any catastrophes, as well as helping us to explore places few Blue Water Sailing

cruisers had ever been. They made me look like a great navigator! Patrick did break a tiny chart chip once trying to pull it out a little too roughly from the reader in the chartplotter (hint, don’t use pliers) but that’s not Navionics’ fault. For much of the world I carried Jeppesen C-Map charts too, and they offered an excellent backup opinion on depths, shoals and reefs. Sometimes they were the most accurate, but most typically, Navionics was the best. I highly recommend having both, especially if cruising less travelled areas. I always take the most conservative rendition until I get to know the area better.

Monitor Windvane by Scanmar: Patrick had some welding done on our Monitor Windvane in year 13, to strengthen what he felt were some weaknesses that had developed over the years, on the water paddle. I’m about to replace the lines on the pendulum for the second time in a 14 year circumnavigation.

I’m tempted to not replace them because the second set will likely last the final 1,000 miles. But like everything else, a little too soon is better than a little too late! The tension wheel has some cracks in it from sun degradation, so I have ordered a new one, but besides that, it has sailed a lot of miles with us as MVP. I’d never sail oceans without one!

Seafrost Refrigeration (BD80): There have been times it’s needed to be topped up with refrigerant and we have had to screw in a new fan in the compressor about 6 or 7 times, but besides that, both our fridge and freezer units are still going strong. When anything went wrong, Seafrost was right there to talk us through the troubleshooting, often thousands of miles from internet.

Once, we needed a new control unit shipped out to us as these things fail on Danfoss compressors, and customer service got us one in record time. I Winter 2022

can honestly say we have been very happy with our Seafrost systems and their service.

Lofrans Tigres Windlass: We didn’t realize that the oil had to be changed every few years in these units until about year 9 or 10.

Still after such challenging and hard use, and lack of this maintenance, this thing just keeps going. We have never replaced anything in it, knock on wood, except the gypsy to accommodate metric sized chain. That’s it. It works and it works hard.

Avon Dinghy: Our Rover 9-foot RIB has taken a lot of abuse though we always have had chaps on it and cover it when not in use upside down on the deck. We drag it over reefs, and it still runs with the gallons of water that has gotten into the double floor. We toss heavy things in and overload it all the time.

It now has a slow leak in one tube requiring us to pump it up a bit every three or four

27

{ TECH REPORT }

days which makes me consider replacement.

I may have to watch Patrick’s ‘How to Pick a Dinghy’ video when I get ready to buy a new one this year or next!

Profurl Roller Furling Units for the staysail and headsail. We did have to replace these when we dismasted, but went with Profurl again as they had worked so well for decades before the dismasting. We have used these hard the whole time and never any maintenance.

Never a stumble. Patrick made a video a few years ago about what happened to both the staysail and headsail furlers when we had our stays too loose. Wichard/Profurl stood by their products and helped us both with parts and labor even though it wasn’t really their fault. Excellent warranty and customer service w h i c h we have utilized twice. No maintenance, and they still always roll up every time.

only because it’s plastic, and plastic always gives way eventually in the sun. Ours looked fine after 10 years and gave no problems, but we replaced it well before it became a problem. It most likely would have gone all the way around the world if we had just left it, but replacing things like is prudent. Our sail still has the original hardware and sail slides from Tides Marine and they are in perfect condition.

ACR EPIRBS: We have gotten a few EPIRBs, PLBs and now two personal AIS MOBLinks over the years, all from ACR, yet we still carry the original ACR on our stern pulpit. We have replaced batteries and had regular servicing.

Such great quality to last all these years.

For 13 years, our 12 volt Hella Fans have worked well enough. But last year we replaced one with a 12 volt Sirocco fan by Caframo. BIG difference. Low speed uses less than 0.1 amps, middle speed is under 0.2 amps, and high speed isn’t quite o.3 amps. The only problem is that it is so quiet compared to the Hella, that we end up leaving it on sometimes when we leave. When the Hella shuts off, it’s like the world goes quiet. With the Caframo fan, it is a quiet world even with it running in full speed. We will slowly replace the Hella fans with Caframo fans in the years ahead.

Our old Trojan T 105 lead acid batteries wore out every 3-to-5 years with our hardcore, ev-

T i d e s Marine Sailtrack: We replaced our first one after 10 years 28 28

Blue Water Sailing

ery day use. I don’t know why I kept spending the money on them. Possibly they failed so often because I did not keep good enough track of their charge status…

But now I have upgraded to Freedom Won Lithium Iron Phosphate (LiFePo4) batteries.

They have been brilliant, never a hiccup, and IF I had started with them 14 years ago, I’m

liable equipment instead, as we have done since the beginning.BWS

Editor’s Note: Rebecca Childress aboard her Valiant 40 Brick House is in the Caribbean after a safe passage from South Africa. Sadly, she and we lost Patrick, her husband and our friend, to Covid-19 in South Africa. As she noted above, she is only 1,000 miles from completing a 15 year circumnavigation.

quite certain I’d still be on the same battery bank. They come with a 10-year warranty or 10,000 cycles, compared to Trojans 500 cycle warranty. Everything onboard operates more efficiently using their full voltage availability.

One major upgrade that we made when installing the batteries, that I wish we had sooner, is the installation of a Victron Color Control Unit that monitors the batteries.

Now we have a very accurate and prominent display of their health, so that we can consciously monitor them at all times, even away from the boat. It is far more accurate than previous battery monitors we have had, which I am quite sure detracted from the original batteries lives.

I will continue to NOT spend money on boat insurance but will keep my boat in tip-top condition with the money saved. I will put the insurance premiums into high quality, reWinter 2022

{ BLUE WATER BOATS }

A Passel of Perfect Pocket Cruisers Here are eight little cruising boats that will fulfill your cruising dreams By George Day Lin and Larry Pardey, the legends of small boat world cruising, always like to tell audiences, “Go small and go now.”

It’s good advice. So, we are happy in this issue to offer eight cruising boats under 35 feet that are capable of coastal cruising and even some blue water sailing under the right skippers and in the right weather conditions.

Bavaria Cruiser 34 The little sister in the Bavaria fleet of cruising boats built in German, the Cruiser 34 has a voluminous hull that provides the interior living space of a much larger boat.

The plumb bow and stern give the 34 maximum waterline length and maximum volume. It also provides for better sailing performance and speeds. The cockpit is huge and has twin wheels and a wide fold-down swim platform in the transom. Down below, 30

the L-shaped galley is to starboard with the double quarter cabin right behind it. The head is aft to port with the aft-facing chart table and bench settee forward of it. The dinette has a folding table so you can seat six comfortably for dinner. The forward cabin has a large V-berth. This is a 34-footer you could live aboard and enjoy cruising as a couple, with friends or small children.

Check out the website.

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Beneteau Oceanis 30.1 The multiple award-winning Oceanis 30.1 has proven so popular since its launch two years ago that Groupe Beneteau had to open a new factory to keep up with demand. The boat comes in three versions: the standard deep keel design, the shoal keel version and a unique lifting keel configuration. The two keel versions offer a good balance between stability, sailing performance and sure-footedness. The swing keel design makes the 30 foot by 10-foot boat weighing 8,000 pounds trailerable behind a pickup truck. This can be made easier with the optional tabernacle mast. With twin wheels and rudders, a roomy cockpit and folding transom the little cruiser has plenty of space for a family of four or four friends.

Down below there are two double cabins with quite large berths, the galley to port, head to starboard and a centerline table with folding leaves. Beneteau has partnered with Yanmar for the diesel and B&G for the electronics, so you are getting top-of-the line equipment. As a weekender and coastal cruiser with some offshore capability, the new Beneteau 30.1 punches way above its weight. Check out the website here.

Catalina 315 No so long ago, Catalina was one of the largest yacht builders in the world. Times have changed and seen the government-support European builders become ascendant. But Catalina still builds great, wholesome American-style cruising boats that sail well and offer the amenities and quality that set them apart from the rest.

As Catalina likes to say, “The Winter 2022

closer you look, the better we get.” I sailed the 315 in Florida after the Miami boat show and found it to be a spritely performer that was close winded and remarkably fast. With asymmetrical chute flying we saw the speedo climb above eight knots. The cockpit has plenty of room for six and the sail handling systems are convenient and thoughtfully laid out. Down below the 315 has two exceptionally large double cabins. The U-shaped galley has plenty of counter space, storage, stove and oven and double sinks. The dinette to port will seat four or five comfortably and the long bench settee will double as an excellent extra berth. For a young family just embarking on their cruising lifestyle or for an older couple downsizing from a larger more complex yacht, the Cataline 315 would make a very smart choice. Check out the website here. https://www.catalinayachts.com/cruiser-series/catalina-315/

{ BLUE WATER BOATS }

A coastal cruiser by design, the 27/3 is also capable of offshore runs along the coast or even a jaunt across the Gulf Stream to the Bahamas.

Check out the website.

Dufour 32

Com-Pac 27/3 Com-Pac Yachts are built by the Hutchins family in Clearwater Florida where two generations of the clan have been building great small cruisers and daysailers for many decades. The Com-Pac 27/3 is the third iteration of this great Bob Johnson design and offers many quality details that set the boat apart from the cookie cutter competitors, such a stainless-steel ports, stainless steel deck hardware, an optional windlass and ample use of teak trim. With a long shoal cruising keel and a large rudder, the 27offers great directional stability underway and the ability to explore coves and shallows off limits to many cruisers. Below she has a simple, traditional layout with a V-berth forward, bench settees that double as berths and a bulkhead mounted fold-down saloon table. The galley is aft to port and the enclosed head and shower are to starboard.

With a 9-foot beam and a displacement of 6,000 pounds the 27 is eminently trailerable.

32

The all new Dufour 32 for 2022 is a Felci Yacht Design creation that is a cruising boat for enthusiastic sailors. It is indeed a sport boat with a long bow sprit, tall, fat-head mainsail, a maximum waterline, bulb fin keel and high-aspect rudder. Interestingly, the boat comes with a tiller instead of a wheel or wheels and so will give the helmsperson the lightest and best feel on all angles of sail. The 32’s cockpit is huge as you would expect on a sport boat, and it has a fold-down transom for boarding from a dinghy or swimming. You will want to have a spinnaker and perhaps a code zero aboard so the huge sail locker under the starboard cockpit seat will be welcomed. Down below, there is a large double cabin tucked under the port cockpit seat, a V-berth up front and two bench settees that will be great sea berths

Blue Water Sailing

when sailing overnight. The galley has everything you need for cruising vacations. The build is robust, with infused hulls and decks.

This fun, fast and family-oriented sport cruiser is a fine addition to the Dufour line. In addition to cruising, I could see entering shorthanded races or even banging around the buoys in the new Dufour 32. Check out the website here. https://www.dufour-yachts. com/en/luxury-boats/dufour-32/

low, you can have either a three-cabin layout, with two quarter cabins and Vberth forward, or a two-cabin layout in which the port quarter cabin becomes a large cockpit locker.

The cabin is spacious and has plenty of headroom for tall crew. The galley is to starboard and the head is to port. There is even a chart table facing aft just forward of the head. This is a little cruiser that you can truly sail far and I for one would be happy taking it across the Gulf Stream to the Bahamas or down the West Coast to Mexico. Check out the webpage here.

Island Packet 349

Hanse 348 The Hanse 348 does so many things well in the compromise between comfort, convenience and performance that it is hard to know where to begin. But, I’ll start with the full-volume hull that provides a lot of initial stability and huge amount of living space below. The stability means the 348 will sail upright instead of on her ear, which is the fastest and most comfortable way to sail. The full volume provides space below, but it also will make the decks much drier than similar designs, which will make everyone happy when sailing upwind. The cockpit is large enough to seat six at the table; the twin wheels provide great visibility forward and a pathway aft to the vast fold-down swim platform. Down beWinter 2022

I sailed this little Island Packet in Annapolis right after hull number one was launched and came away with a big smile on my face. This is a big 34-footer and packs all of the cruising amenities you would expect in a new Island Packet. Unlike the production fin keelers with their spade rudders, in the 349 IPY has stuck with the Full-Foil keel and the attached rudder. With ballast encapsulated inside the keel, running aground, even hard, does not present much risk to the integrity of the hull.

The attached rudder is protected from collisions with flotsam. With a built-in bowsprit, you always have bow rollers for two anchors and a place to secure the Solent rig. The Hoyt Jib Boom makes the jib self-tacking and off the wind you can roll that up and roll out a genoa or reacher. The 33

{ BLUE WATER BOATS }

cockpit offers comfort and protection from boarding waves. Down below, the 349 has double cabins fore and aft, an L-shaped dinette with a fold-down table and to starboard two easy chairs with a small table between them. The head is forward and has a small shower stall. The galley is aft and has double sinks, a three-burner stove with oven, plenty of counter space and ample storage. This little blue water cruiser will take you anywhere and cross oceans in safety and style. Check out the webpage here.

Jeanneau 349 The day I test sailed the brand new Jeanneau 349 on Florida’s Biscayne Bay, we had bright sun and a brisk 12 to 15 knots of eastly trade winds. The new Marc Lombard design has a 34

distinctive look with a plumb bow and stern, high topsides and a reverse sheer line; this combination adds waterline length for sailing performance and interior volume for living space. On all points of sail, the 349 performed much better than we expected and had a turn of speed that you’d expect from a 40-footer. In fact, we sailed right past a couple of new boats also being tested that we five and seven feet longer. The 349 has twin rudders and two optional keel configurations: the standard fin or a folding keel for trailering and shallow waters. Down below you can have either a three-sleeping-cabin layout, or a two-cabin version in which one of the quarter cabins becomes a sail locker and storage space. The galley is plenty large enough and across from it the head even has a shower stall. The 349 sails like a dream, has a great cockpit and the living accommodations of a Blue Water Sailing

Go small and go now

much larger boat. I could enjoy sailing this boat just about anywhere and wouldn’t shy from point-to-point racing, either. Check out the website here.

Winter 2022

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