Latitude 38 January 1980

latitude THE NORTHERN CALIFORNIA SAILING SHEET

VOL 31 JANUARY 1980

7 £

i£

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c

CONSIDER THE POSSIBILITIES: TARTAN TEN an S&S Design Bay Area T-10 OneDesign Fleet #6 is now fourteen boats strong!

Tartan Ten is still the best value in big OneDesign! t ■

Newcomers, “ABBA ZABA” and “SPORTING LIFE.”

MOORE 24 The Moore 24 is the fastest 24 foot production sailboat afloat!

Bay Area fleet is now forming — 13 Moore 24’s competing in S.F. Bay Mid-Winters.

Moore at the mart

Come see us we do it in a Moore!

NOW ON DISPLAY:

“HOT ROD LINCOLN" Cruising at 19 knots!

TARTAN 37, 33, T-10 SAN JUAN 28, 7.7, 23 MOORE 24 WILDERNESS 21 Demo Specials!

Clipper Yacht Harbor Homewood Marina

Sausalito Lake Tahoe

(415)332-4622 (916) 525-6538

GOOD GUYS FINISH FIRST We first met Stan Hansen when his son, Glenn, suggested he buy a new sail for his Morgan 27 from Richards & van Heeckeren.

Stan has taken up residence here, but came to the states some years ago from his native Norway. Stan keeps a low profile, and you just don’t notice him easily. He is a delight to be around, because he has a terrific sense of humor, he’s always low key and has a twinkle in his eye.

Stan bought a Santana 20, “Mango,” so he would have a smaller boat for sailing in the afternoons. “Mango” didn’t race much, but whenever she did, she was the boat to beat.

Stan decided he wanted a boat which was slightly larger than the 20. So, he bought a Santana 525, “Viking.”

Somehow Glenn talked Stan into entering the YRA season to just have some fun.

And fun they had.

Stan and Glenn won the Season Championship hands down. Saying it this way is as understated as Stan and Glenn say things. What it means in common terminology is that they won every single race. They acquired a perfect score for the season.

Rumor has it that in one race another boat was celebrating victory because they finally had won a race.

The problem was that no one could figure out where “Viking” had finished. No one had really seen her except at the start . . . but Stan and Glenn had quietly slipped away over the horizon to win the race. They had long since left for home, leaving the celebrating for the second place boat.

We congratulate Stan and Glenn for their phenomenal performance. * "Viking,” heading for the horizon.

★ Powered by Pineapples

Stocking Dealers for: Headfoil 2 and Atlantis Foul Weather Gear

Richards and van Heeckeren SAILMAKEPS AT 123 SECOND STREET^ OAKLAND, CALIFORNIA 94607 (415)444-4321 Page 3

The world premiere of a world-class yachts the new EricsonI30 + . *

Today we present to you the nev^ standard in 30-foot yachting. A boat that satisfies all of the traditional criteria of a yacht — conservative beauty, excellent sailing qualities, durable construction, and exacting standards of craftsmanship.

And more. Her engineering will make her deck and sail plans the envy of many a racing machine, while yet affording comfortable short-handed cruising. Her interior space is engineered to achieve more features and usability than you’d have believed possible in any performance hull less than 35 feet.

And she is so well equipped with the finest gear available that she stands in comparison with the most costly custom yachts. With her two-cylinder diesel auxiliary and choice of deep or shallow keels, she is ready for your kind of sailing, whether racing or cruising, gunkholing or blue water.

The new Ericson/30 +. Class of the world.

NORTHERN CALIF. YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773

1500 Maple St., Redwood City, CA 94063 (415) 368-2908

CONTENTS §1

7

subscription

9

letters

11

mora

15

ior

22

lightning strikes

24

gossamer or lead

28

sightings

49

catting to molokai

For The Sailor JOHNSON & JOSEPH’S

OWN ALL COTTON SWEATER FOR MEN & WOMEN — natural color only —

54

urbancyzk

63

mini-transit, port II

66

norton's log

82

monti

86

max ebb

88

duck soup summer

94

winter cruise

98

for glory & money

103

SPECIALS ★

We Have A Large Selection Of Sweaters In Many Styles And Prices

, Also . . .

Featured At Our Jack London Square Store Sperry Top-Sider Shoes

sore 1980 *****

104

dove fenix

106

bill elute

108

pegasus

109

high noon

foP:

• Special Prices Several Styles

OAKLAND • SAN FRANCISCO • SAN DIEGO COVER PHOTO BY: Dione Beeston all contents copyrights 1980 by latitude 38 publishing co.

Page 5

496 JEFFERSON STREET. SAN FRANCISCO 76 JACK LONDON SQUARE. OAKLAND

Overbuilt for safe cruising

designed with a classic wine glass transom. And she is full keelea with a cutaway forefoot, as all true cruising yachts should be.

Perhaps the most important feature Orion has to offer is the strength of her construction. After all, she is built by Pacific Seacraft, a company that takes pride in its reputation for quality yachts built exclusively for she dedicated

Unprecedented interior design Step below and you’ll find a contemporary, easy-living interior, never before seen on a cruising yacht.

Because of her wide 9'3" beam and unique modular design plan, Orion is unusually roomy. A carefully planned wraparound galley was designed especially for the gourmet cook.

There’s a full sit-down chart table for the ship’s navigator and six comfy cozy berths for weary voyagers. You’ll has made Orion the ideal boat for comfortable dockside living or prac tical long term cruising.

cruising sailor Her sisterships— Mariah MKII, Pacific Seacraft 25 II, and Flicka have proven the ktti of their construction in hundreds safe voyages ranging worldwide, can be sure Orion will live up to th reputation for inherent quality at too, is designed to be a splenetic performer—fast, responsive and t singlehanded. Orion is a boat y be proud to own.

You may choose to complete Orie yourself Pacific Seacraft offers you the optic of completing Orion yourself. She’s available in various stages of completion, from bare hull to sailaway, to make her even more affordable and uniquely yours.

Welcome aboard the new Orion 27—the bright new star you can read for—and find within your grasp.

'‘Building our future on quality’

Ibc/ftr Seacraft-

p

‘■'Corporation'7

□ Orion 27 □ Flicka □ Mariah MKI1 □ Pacific Seacraft 25 MKII

3301 So. Susan St., Santa Ana, CA 92704 (714) 751-1343

NORTHERN CALIF. YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773

1500 Maple St., Redwood City, CA 94063 (415) 368-2908

SUBSCRIPTIONS

the NEW CARIBE PERRY 47’ & 41’

I WANT IT! r

-

by Robert Perry SEE US AT THE S.F. BOAT SHOW, JANUARY 1120, BOOTH 1115

.

■

/

SENT TO MY HOME EACH MONTH FOR ONE YEAR.

NAME__

ADDRESS__ CITY_ ZIP_ ENCLOSED IS $7.50 FOR ONE YEAR LATITUDE 38, PO. BOX 1678, SAUSALITO. 94965

latitude

Caribe Perry 47 — also available in 41’ The Caribe Perry 47 and 41 are beautiful, fast, easily handled cruising yachts by Robert Perry — one of the world’s leading modern yacht designers. Superior performance without compromise is the main feature of these close winded vessels.

They offer ideal displacement, quick response to the helm, directional stability provided by the placement and shape of the rudder/skeg combination and relatively high hull speed under power.

Above all the midship cockpit, aft cabin layout of the 47’ and the tri-cabin arrangement of the 41’ create a modern cruising yacht with all the performance and comfort required to insure long lived popularity with discriminating sailors.

Call for introductory, complete sail-away prices.

Live aboard berths available.

Dealers for: Ericson Yachts • S2 Yachts Pacific Seacraft • Caribe Perry 47 & 41 Nor’West 33 Richard Spindler — Editor & Co-Publisher Kathleen McCarthy — Advertising Manager & Co-Publisher P. O. Box 1678, Sausalito, CA 94965 (415) 032-6706

'the northern Californio soiling sheet' Page 7

NORTHERN CALIF. YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773 1500 Maple St., Redwood City, CA 94063 (415) 368-2908

Nor'West 33 A classical yacht built With traditional American craftmanship

LET’S FACE IT!....

If you plan to purchase a cruising yacht in 1980, your plans are incomplete until you have considered the NOR’WEST 33.

We will build twelve of these yachts in 1980. This schedule permits us to achieve a level of quality that is uncommon in production boatbuilding. The repetitive nature of our building process enables us to use building techniques that are denied the custom builder. The results are unqualified value for the buyer.

For no more than the price of a comparably equipped production boat; for considerably less than the cost of a custom yacht, you can enjoy the lifetime pleasure of owning a NOR’WEST 33.

BARIENT, BOMAR, WILCOX-CRITTENDEN, YANMAR, YACHT SPECIALTIES, STEARN, NICRO/FICO and COMBLsupport our effort to deliver a quality product. You are assured decades of reliable service from the NOR’WEST 33.

We deliver a compleie yacht in response to the demand of those who know the requirements of blue water sailing. You’ll have difficulty finding a yacht under that can compare with the NOR'WEST 33’s inventory of standard equipment and features. She is a “thoughtful” yacht and carries an honest price.

• • • • • •

• Sail area - 517.75 sq. ft.

• Fuel - 30 gal.

• Water - 60 gal.

• Aux. pwr - 20 hp Diesel • Head room - 6' T • Designer - Chuck Burns. N A

LOA - 33' 6" LWL - 25' 0" Beam • 10' 0" Draft - 4' 9" Disp. - 12.000 lbs Ballast • 5.300 lbs

i

The classic lines of the NOR’WEST 33 command the respect of those who appreciate beauty...but more important, they have withstood the test of time and continue as the cruising boat design preferred by experienced sailors the world over.

The rugged construction of the NOR’WEST 33 employs the latest advances in marine glass fiber technology. Four longi- ’ tudinal stringers and the bonded floor beam system are examples of the emphasis we place on engineered excellence... of our concern for your safety.

The quality of each NOR’WEST 33 is more than visable... it’s conspicuous! We rely on the human skills associated with boatbuilding craftmanship to create the environment below deck. The hand crafted joinery and selected teak tell you that you’re aboard a yacht. Like all fine woodwork. her interior will improve with the patina of age and use.

If the NOR'WEST 33 is compatable with your interest in sailing, you may receive additional information, including our award winning color brochure, by addressing your request to; NOR’WEST YACHTS P.O. Box 1085 Alameda, CA. 94501

t

Please include $2.00 to cover the expense of this mailing.

If you are considering a high performance, custom quality cruising yacht that favors single handed control while providing accomodations for six....

LET’S FACE IT!.....

You should consider a NOR’WEST 33

The 1980 NOR’WEST 33 is now on display at Mariner Square.

NORTHERN CALIFORNIA YACHT SALES 2415 MARINER SQ. DRIVE, ALAMEDA, CA 94501

(415) 523-8773

LETTERS

BROKERAGE As an avid reader (cover to cover, etc.) I would like to hiake one suggestion regarding your covers on Latitude 38.

Can you possibly show the year on the cover? I like to pick up old copies for reference or enjoyment, and always have to look inside to see what year that issue is — it would I think be an easy addition to say “November 1979” instead of just November.

Anyway, since your next issue is January — I hoped perhaps you could start the new year off with that minor addition.

Thank you for listening!

Rita Gardner Pt. Station, Richmond P.S. I’m a photographer, not a sailor — but LOVE LOVE LOVE reading Latitude 38 — the writing is highly enjoyable and I skip the technical stuff and dig into the stories — many of my friends and all my business associates are “hardcore” sailors . . . just wanted you to know (AGAIN) how readable your publication is to all of us!

Regarding the top picture in the article “Oh, Knots!” on page 91 of the November, 1979, Latitude 38.

Routing the shore power cord through chocks is an extremely good method of chafing through the insulation of the cord, causing shorts and possible fires. Other good methods for causing the same results are to route the shore cord through ventilators and sharp hatches. I have seen the results of two boat fires caused by the above, both over $15,000 damage.

Good seamanship (which is obviously lacking in all of the illustrations in your article) includes placing chafing gear on all chafe points on power cords as well as mooring lines. In addition, all shore power cords should terminate in a weatherproof twist lock connector topsides and all shore power systems equipped with fuses or circuit breakers aboard so as to not rely on dockside fuses or circuit breakers.

Keep up the good work!

Jack Mackinnon Marine Surveyor San Lorenzo

You have the best sailing magazine around period.

Please start me with November. My interest is I.O.R. racing and offshore singlehanded sailing and racing.

(Illegible signature) Illegible — Thanks for the kind words. If we’re any good it’s because of our good readers who allow us to (sometimes) indulge in ‘experiments’ and ‘flights of fancy’. We thank you all.

Page 9

64 74 69 76 68 78 78 76 73 78 76 76 76 78 77 78 74 72 72 78 76 71 78 69 68 79 78 79 78 77 77 74 75 74

Cal 20.$ 4,250 Gulf Coast 21, w/tlr.4,250 Ericson 23.6,500 S2, 7 meter w/tlr.16,500 Islander Bahama 24.7,500 S2, 7.3 meter...14,750 Neptune 24.9,400 Ericson 25.16,500 Ericson 25, dsl.11,995 Lancer 25 w/tlr.12,450 Pacific Seacraft 25, dsl.16,500 Pacific Seacraft 25, dsl.15,990 S2 8.0C, inb..23,900 S2 8.0C, dsl.28,500 Sun 27, dsl.24,500 Ericson 27/wheel dsl.27,995 Ericson 27, atomic 4.21,550 Ericson 27, atomic 4.21,000 Ericson 27, atomic 4.25,750 Ericson 27, dsl., wheel.28,995 Pearson 28, atomic 4.23,495 Ericson 29, atomic 4.24,000 Ericson 29, dsl., spin., whl_38,500 Ericson 30.29,150 Ericson 30.25,000 Ericson 30 MKll.39,500 S2 9.2A, dsl.37,500 S2 9.2A, dsl., whl.43,950 S2 9.2C, dsl., whl.41,500 Lancer 30.27,950 Lancer 30 dsl.23,995 Westsail 32.49,999 Ericson 32.34,750 Ericson 35....44,000

Particulars are believed to be correct but are not guaranteed. Subject to price change, prior sale or withdrawal without notice.

NEW BOAT DEALERS FOR: ★ Ericson Yachts * S2 Yachts * Nor’West 33 ★ ★ Pacific Seacraft ★ Caribe Perry 47’ & 41’ ★

SEE US AT THE S.F. BOAT SHOW, _JANUARY 1120, BOOTH 1115_

NORTHERN CALIF. YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773 1500 Maple St., Redwood City, CA 94063 (415) 368-2908

SUITE SAILING

(SI B [

YACHTS* j

11.0

9.2A

9.2C

8.0C

S2 has created in the 9.2C a unique cruising condition: privacy. Her spacious center cockpit not only makes her dry, comfortable, and easy to sail, it opens up abundant liv ing space below. Restful berth areas offer accomodations for 5, with a secluded aft stateroom accessible from the main cabin. The same classic hull design that makes the 9.2C an outstanding performer provides comforts like a large enclosed head with shower and bathtub, and a complete galley. Storage abounds, with teak hanging lockers, shelves, and cabinets ready to stock for longterm cruising. Everything’s planned for low maintenance and durability, though the quiet influence of Burmese teak and rich coordinated fabrics makes her interior lavish and easy to live with.

SPECIFICATIONS: LOA DWL Beam Shoal Draft Deep Keel Displacement Ballast lead Sail Area Mast height above DWL Headroom Cockpit length

m

29'll" 25'0" 10'3" 3'll" 4 'll" 9.800 lbs.

4.000 lbs 468 sq ft 43'6H

6'2M 6'0"

S2’s tough construction standards demand stability and response from this ultimately liveable cruiser. Everywhere you look, the superior craftsmanship and naut.ical expertise only S2 delivers is clearly in evidence.

Come aboard the 9.2C from S2. You’re in for one sweet sail.

*.

SEE US AT THE S.F. BOAT SHOW, JANUARY 11-20, BOOTH 3001

NORTHERN CALIFORNIA YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773

1500 Maple St., Redwood City, CA 94063 (415) 368-2908

Owning a Charter Sailboat is not restricted to the Caribbean...

SEE US AT THE S.F. BOAT SHOW,

JANUARY 11-20, BOOTH 1115

If you’re looking at giving Uncle Sam too much money in 1979, change course, and have him pay you. Sounds unbelievable — Call us and let us show you in facts and figures how owning a Charter Sailboat really works. Let us show you how to make that new expensive toy a tax deductible yacht!

Only a few openings remain in the largest charter company on the Bay. Now is the time to own the yacht you’ve always wanted. Call us for details.

Men bn Brkson Yachts

• $2 Yachts • Pacific Saacraft • Carlha Parry 47'2 4f •

MarWcst &

NORTHERN CALIFORNIA YACHT SALES

2415 Mariner Sq. Dr., Alameda, CA 94501 (415) 523-8773

1500 Maple St., Redwood City, CA 94063 (415) 368-2908

MORA MORA ended the 1979 season with a brief flashback from the past. As readers of the last issue may remember, Don Goring, former MORA Vice Commodore-world travelersailmaker and owner of Starbuck (one of the original ULDBs) wrote an “analysis” of MORA which contained several novel ideas. At the annual Fall General Meeting at Richmond Y.C. last November 15th, Don was present but was not prepared to make a presentation at the time. We have tentatively rescheduled him for the Spring meeting. Don Goring was very active in MORA in its early years, and was responsible for many .innovations in the programming of races. He successfully campaigned Starbuck, which earned a reputation for speed off the wind. We welcome Don back to the racing scene and hope that he continues to offer provocative ideas.

HAYNES SAILS WE MAKE CUSTOM RACING AND CRUISING SAILS TO FIT YOUR NEEDS

Otherwise, things went very smoothly at the Fall meeting.

We had several tables of food, and much socializing. Kirt Brooks was officially honored with a beautifully crafted stained glass replica of the MORA burgee. Kirt has served MORA in almost every office, and has done so much for ocean racing we thought it was about time he got the word. Other MORA past Commodores in attendance were Horace MacKerrow and Ed Thomson. Officers elected to serve for the 1980 season were myself (Commodore for the last time,) Alex Malaccorto (Vice Commodore,) Dick Aronoff (SecretaryTreasurer,) Paul Altman (Signal Officer and Recorder,) Carl Schumacker (Measurer,) and John Dukat (Safety Officer.)

Newly elected to the Board of Directors were Carl Ondry and Ed Homer who will join Kame Richards and Bob Sleeth.

You have perhaps heard my “pitch” about MORA before, but as we begin our planning for the 1980 season, I think MORA should appeal to the sailor who is tired of racing on an increasingly congested Bay for two or three hours, and who typically gets to meet with most of his immediate competitors only at the trophy presentation. MORA offers the owners of smaller but seaworthy boats the opportunity to spend anywhere from eight to fifteen hours at a time sailing around the Gulf of the Farallones. Our courses frequently involve two-day races where you get the chance to raft up with other sailors at places like Drakes Bay or Half Moon Bay (Pillar Point Harbor.) MORA sailors really get to know one another at these events and this builds spirit and camaraderie.

COVERS OF ALL TYPES DRIVE IN BOAT COVERS? ask

-(415)459-2666

If this kind of experience appeals to you give me a call at (707) 644- 0456 or (707) 642-1589.

,

— franz klitza

WE REPAIR THEM, TOO Page 11

KERMIT PARKER YACHT BROKERAGE (415) 456-1860 San Rafael Yacht Harbor, 557 Francisco Blvd., San Rafael, CA 94901

23’ THOMAS GILMER DESIGN - “DANDY" Is a true classic, In the tradition ol the famous “SERRAFYN,” In 23’ of ‘pocket cruiser’ that Is capable of serious ocean cruising. Built In 1958 of cedar and oak, she Is anxiously looking for a new owner. Asking $14,500.

37’ GARDEN KETCH — A very well maintained, truly traditional cruising yacht, built In ‘65 by Far East Marine of mahogany on oak. A partial list ol her gear Includes Perkins 4-107 dsl. eng., 7 sails, 110 gals, water, 120 gals, fuel A more; asking pries of $50,000.

36’ CASCADE SLOOP (FG) 73; Cruise equipped w/Westerbeke del., 50 gals, fuel, 45 gals, wster, head w/holdlng tank, VHF, fathometer, RDF, Sharp Tiller Mate auto steerer, pulpits A lifelines, 3-bumer pro. galley stove, main, Jib, 130% A storm Jib. Asking price fi\ $40,000.

41’ SPARKMAN A STEPHENS YAWL - Completely cruise equipped A In exc. condition. New full cover, 8 sails, Volvo dsl., 4-man llferaft, VHF, Fatho, RDF, Hydro Vane self steerer, propane galley stove — this Is only a partial list. She Is at our docks A her asking price is $89,500.

44 ANGLEMAN SLOOP — An exceptional yacht that was owned by her designer Hugh Angleman. Built In ‘37 of mahogany on oak by Wilmington Boat Works, she has been owned by yachtsmen that have given her the proper maintenance that she deserves. $he Is very well equipped for cruising, (went Trans-Pac In 1979) and Is avallabls now for an asking price of $85,000.

36’ ANGLEMAN SEAWITCH KETCH — built In ‘65 of cedar planking on oak frames, & bronze fastened.

Completely equipped for cruising or living aboard, she has a BMC dsl. eng., 6 sails, 150 gals, water, 100 gals, fuel, heavy duty grouiuf tackle wfelectric windlass, galley has Kenyon propane stove A 110v-12v refer A freezer. VHF, depth finder, RDF, AWI, wind speed, knotmeter w/log, 8’ lapstrake dinghy, A more. This Is a fine example of a traditional cruising yacht, A best of sll — s slip Is available w/the purchase of this fine yacht, all for the asking price of $43,500.

SELECTED BROKERAGE YACHTS 48’ WM. HAND KETCH.$87,000 47’ FC SAMSON SCHOONER.85,000 47’ BEISTER STEEL YAWL.82,500 42’ DE GAFF SCHOONER.76,000 41’ SWAN.145,000 41’ CT — AFT CABIN.70,000 41’ ALDEN MOTORSAILER.68,000 40’ OWNES CUTTER.30,000 40’ NEWPORTER. 55,000 40' GARDEN §LOOP.40,000 38’ FARALLON CLIPPER. 31,500 37’ ISLANDER.45,000 36’ FARR 1-TONNER, new. .72,500 36’ PETERSON 1-TONNER.65,000 -36’ STEEL CUTTER, will trade.27,500 36’ F.W. STONE SLOOP...25,000 36' CROCKER KETCH.36,500 35’ LION BY CHEOY LEE.38,000 35’ OHLSON YAWL.41,500 35' STONE BUILT CUTTER.....24,000 34’ CT 34 CUTTER, almost new.51,700 34’ FORMOSA 35.41,250 33’ TAHITI KETCH.25,000 32’ ISLANDER 32, neat A clean..27,500 32’ ARIES, FG. 35,000 32’ MARINER 32, FG. .2 from 45,700 32’ COLUMBIA BY TRIPP, 78.36,500 32’ MONTEREY MOTORSAILER.28,000 32’ DANISH PILOT SLOOP.26,500 32' NORWEGIAN MS.39,500 30’ FRIENDSHIP SLOOP.35,000 30’ SANTANA SLOOP.36,800 30’ CORINTHIAN SLOOP.6,500 30' CAL 30, ‘66.23,700 30’ DANISH MOTORSAILER.20,750 30' VEGA 30 MOTORSAILER.36,500 30’ ATKIN SCHOONER, ’67.36,500 Particulars are believe to be correct but are not guaranteed.

Subject to price change, prior sale or withdrawl without notice.

40’ ATKIN CUTTER - built In 1968 and she Is a very strong cruising yacht. Her design features In the privacy of an aft cabin and the comfort of an enclosed steering station. Equipped for cruising and living aboard, she Is now available for an asking price of $55,000.

35’ CHEOY LEE LION - 35’ of beautiful teak, built In *62 and In excellent condition. She has 9 sails, a 2 burner Perko alchol stove, 60 gals, of water, VHF, knotmeter, A AM-FM cassette stereo. A great yacht for that couple that Is thinking of a long distance cruise.

Asking $38,000.

26’ “WIND WITCH” — A strongly built cruising cutter

by Fallows and Stewart and Ideal for one or two to do some serious cruising. She has a very easy motion at sea, Is easy to singlehand, and has a 2 boat owner that la very anxious to sell. New dsl. aux., 6 sails, dinghy, self-steering vane, and much more at a reasonable asking price of $22,000.

AMF ALCORT/PACESHIP 26 — A stiff, rugged quality yacht that will please the.cruiser A racer. Hal, famous world sailor A author, says “the hull of the PY26 Is as heavily laid up as some 31’ A 32’s I have Inspected."

Every Paoashlp Is warranted for as long as the original owner owns the boat. Demonstrator, complete only $22,760.

1

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WITH STEREO MUSIC FROM PETER’S

PACIFIC ISLANDS

Hoist the newest flag afloat... a red apple on white ... the signal for stereo happening here, and it means fun. So why wait any longer when you can have stereo in your boat as easily as in your car? We do both with the best selection of mobile stereo components including the complete Clarion line. Make stereo a part of your rigging. It’s a pleasure. Expert installation most anywhere in the Bay Area.

AI A

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CHARTS IN STOCK! Future coverage will include: GULF OF MEXICO

CARRIBEAN

THE ORIENT

GOVERNMENT PUBLICATIONS and NAVIGATION BOOKS SEXTANTS - COMPASSES CLOCKS - CHART TOOLS COMPUTERS - BINOCULARS EXPERT INSTRUMENT REPAIR Please call us for any of your chart requirements

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567-4678

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(415) 523-5726

2106 LOMBARD at FILLMORE SAN FRANCISCO SALES • INSTALLATION • SERVICE

2540 ©LANDING AVENUE ALAMEDA. CALIFORNIA 94501

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the most flexible marine wire for 12v. and 120v. shipboard installations please send the TECHNICAL DATA SHEET please send the WIRE SAMPLES HA VE REPRESENTATIVE CALL (dealers only)

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In stock at quality marine dealers.

Page 13

VISIT OUR BOOTH ft 2111, SOUTH HALL San Francisco Sports & Boat Show — January 11-20, 1980

^y<ic6t6 SAIL SELECTED LISTINGS 20’ Cal.from $ 4 000 23' Bear.from 6,495 24’ North Star.from 15,000 24’ San Juan.17,500 PETERSON 25. Custom, 9 sails, Barients, Ex¬

24’ Cal T/4

cellent Race Record. Offer

24’ Islander.6,900

11,900

SCAMPI

30.

12

Sails,

Loaded

with

Gear,

Swedish Built, S.F. Berth Included. 29,500

25’ Shock.3,900 25’ Cal.7,500 25’ Peterson.from

1

25' Coronado.

25’ Santana 525

1

25’ Bahama.1 25’ Jr. Clipper .

26’ Columbia

1

26’ Motorsailer.

1

26’ Westerly.i 26’ Ranger.from ' 26’ Balboa 27’ Cal 27’ Santa Cruz.I 28’ Hawkfarm.> 29’ Wylie “HAWKEYE".

29’ Ericson 31’ CUSTOM WYLIE. Beautiful Natural Wood Finish, Diesel Inboard. Inquire

I .....:

ISLANDER 36. Excellent Condition. Like New

30’ Burns V2 Ton

:

Teak Interior, Wheel Steering, S.F. Berth In

30' Wooden Sloop 30' Islander MK II

:

30’ Cal 3/30 30’ Scampi

• I

29’ Cal

eluded. Asking $61,500

30' Knarr.

30’ Pacific.

31’ Wylie 32’ Columbia Saber 32' Norway Motorsailer 32’ 5.5 Meter 33' Motorsailer

.

35’ Ericson.

35’ Ericson.

35’ Alberg 36’ Islander 36’ Lapworth.

36’ Farr One Ton

1

TARTAN 37. Diesel, Cozy Teak Interior, Very

37’ Tartan.

PETERSON. 44. Beautiful Condition, Loaded

Well Equipped, A Rare Find. $53,500

38’ Alajuela

with Extras, Seller Motivated. Asking $115,000

39’ Faralone Clipper 40’ Cheoy Lee 40' Herreschoff.

41’ Swan.1 41’ Tartan

1

44' Peterson .

45’ Steel Yawl.

1 1

47’ Steel Ketch 50’ Offshore Sloop

2

55’ Stuart Ketch

1

60’ Stone Built Sloop POWER 25’ Blackfin.

27’ National 30’ Owens 30’ Sea Ray 34’ Riva Portofino.1 RIVA 34’ PORTOFINO. Quality like no other, twin dsls., showroom condition, less than 100

38’ Mathews.

42’ Nunes Houseboat

hrs. Replacement $119,000/offer

60’ Stephens.1

—

$190,000.

Asking

Paul Kaplan, Christine Kaplan Mary Jo Foote

60’ STEPHENS. Twin Diesel, Excellent Condi-, tion, Professionally $140,000

Maintained. A Steal

FOOT OF LAGUNA ST SAN FRANCISCO (415) 567-3695

Hank Easom, Eric Leiske & Rollo D. Dog

at

1,0 A The coming year promises to be the most exciting season for large racing yachts that Northern California has had in years. In fact, the 1980’s could establish the bay area fleet as the strongest large boat racing fleet in the country. For years we have enjoyed superb racing conditions for larger boats but have not had a strong large boat fleet. Southern California has the boats, but does not have the exciting conditions. It has been frequently stated that if we had good competition here, many of the southern boats would come up for our season.

The success of the St. Francis Big Boat Series in drawing these boats supports this premise. In 1979, for example, 22 out of 38 entries came from outside the area.

The influx of new boats 40’ and up for 1980 is incredible. A sampling of some of the new competitive, state of the art boats include: Scaromouche, now owned by Rolfe Croker.

She is a 42’ Tanton design rated 32.8 with an impressive racing record on the east coast. Scaramouche is in Sausalito where Rolfe is preparing here for the Manzanillo Race. Rolfe has been a consistant winner on the bay over the years, and it will be a treat to have him back on the racing scene.

Bill Clute has a new Peterson Two Tonner called High Noon. She is a cold molded, fractional rigged, full on effort.

She will be competing in the SORC and will return here after the last race.

Dave Fenix has a new Kiwi-built Holland 46’ called Pegasus. Her future plans call for the upcoming SORC, the Onion Patch Series and hopfully she may be back for the Big Boat Series. Both High Noon and Pegasus are featured elsewhere in this issue.

Lee Otterson has bought a Serendipity 43’, a sistership to Wings, which will be delivered in January. She will be sailed

by Lee and Ray Pingree, with Steve Taft and crew from the North Loft. Watch Out! Tom Wilson has a Holland designed Swan 44’ coming in January. This design is based on Marionette and Big Apple, both successful Admiral Cuppers.

They are only the “for sure” boats I am aware of. Additionally, it is rumored that there are at least two more Swan 44’s coming, a Kaufman 41, a Davidson 41, and Zamazaan, a 52’ Farr design.

Add these boats to Brown Sugar, Incredible, Leading Lady, Monique, Wings, and Yucca, and we will have one of the strongest A Divisions in the country.

In response to this influx, the IOR is establishing a 3 race series of match races to be held in March and early April for A Division size boats. This should be fun, action packed series that will provide a great opportunity to work on boat speed and crew work. Beyond that, We are all looking forward to see how we stack-up.

We are also contacting the southern California boats that competed in the Big Boat Series to see if they have an interest in competing in a series that would consist of 8 races beginning August 23, 1980, This series would consist of the Duxbury Lightship, Jim Ong Ocean Trigangle, 2 bay races and Page 15

Art Opportunity To Own One Of San Francisco Bay’s Finest

REGARDLESS

CJi-Av.

A favorite of West Coast Yachtsmen, photographers and newswriters alike — Featured on the cover of “Yacht Racing,” Regardless is ready for anything.

Plan your trip to Mexico, the Islands, or start tuning up for a summer of racing.

This rare Tartan 41 is available for your inspection. Please call for an appointment and complete brochure.

Foot of Laguna St. San Francisco (415) 567-3695

We recently attended the USYRU annual conference hosted by the Seattle Yacht Club. It was a most reassuring experience to know that such an elite group of sailors devote so much time and energy to our sport. There they were in the flesh, the prominent names of yachting, directing the various steering groups: 10R, National Championships, Junior Programs, Women’s Sailing, Olympic Selection Group, Offshore Racing, YRA, One-Design National Committees.

We were there as guest observers, sitting in on the various meetings, half an hour here, two hours there, moving from one room to another for two full days. It was a special treat indeed!

The most thrilling part of this experience was the awareness of a boat very dear to us, the J24. There was not a single conference that didn’t mention the J24. It is being considered or has been selected for virtually every program discussed by this august group.

The presence of the J24 in the yachting community is impressive. v Soon you will be reading about the J24’s selection by you, the yachting public, as the “Boat of the Century,” as documented jn a recent survey by Sail magazine. That’s even more impressive): So now is the time to stop talking and start doing. Enter into 1980 as a participant with the over 70 J24 owners in the greater Bay Area and the over 2,000 owners worldwide.

..Yacht House 815 Clement Aven lameda, CA 945 (415) 521-72

iU

WE SELL SAILBOATS THAT SAIL!! I C&C YACHTS 24’, 29’, 30’, 34’, 36’, 38’, Landfall 38, 40’, J-24’, J-30’, Nonsuch 30, Rafiki 35’ & 37’.

..Yacht House 1815 Clement Avenue Alameda, CA 94501 (415) 521 7200

aIa

Congratulations to Santana for winning the 1979 Master Mariner’s Race — first in Class A — (Ocean Racers,) and Best Elapsed Time. Santana, owned by Tom and Ted Eden, was sporting a new 1.5 oz. radial head spinnaker for this race, but also aboard was a 1961 working jib and a lot of Sutter sails made in between. Her main and mizzen were made in 1969, for her 2Vi year, 25,000 mile circumnavigation under Charlie Peet. She has a locker full of Sutter sails that were made for the Bermuda and Trans-Pac Races before that. We’re proud to have built all k these s&ils for a boat that is raced and cruised hard.

We’ve been around a long time, always trying to build strong and long-tasting sails for all types of

I.O.R

WE’LL BE AT THE COW PALACE, JAN. 11-20

the 4 St. Francis Big Boat Series races, all occuring within a 30 day period.

Despite these new glamour boats, the backbone of our fleet is the older production racer/cruiser. We are taking significant steps to improve the quality of racing for these boats. During our fall IOR meeting three important steps were taken to this end: 1. An amendment was made to our articles of associations which enables our local fleet to impliment local changes to the international rule to meet local problems.

2. A committee was established to review the desirability of implementing additional old age allowances. This committe is chaired by Doug Mac Donald and includes an excellent cross section of old and new, big and little, boat owners.

3 . A second committee was established to review rating certificate requirements and other procedural requirements that may be imposing unnecessary barriers to IOR rating.

Both of these committees will report at our spring meeting.

This meeting will be held in February and at it, we will finalize the 1980 format.

One of the major obstacles to maintain our large boat fleet is the tremendous amount of energy, money, and logistical support a large racing yacht demands. What often happens is that an owner finds that after supporting an effort of this magnitude for a season or two, he is burned out. The result is that we have a number of 2 to 6 year old boats sitting in their berths on Sunday. There are a number of boats that are attempting to beat this problem by joint venturing their campaigns.

Bruce Munro has bought half of Leading Lady from Stan Reisch and will be helming her in 1980. Bruce has been sailing Wanderlust, an Ericson 35 in C Division and won two division championships as well as the Larry Knight Perpetual.

Many of the people that sailed with Bruce on Wanderlust will be sailing with him and Stanley on Leading /ady.

I am co-sailing Wings with Peter Stocker. Peter co-owns Lena Marie, the large (106’), deep red Baltic Trader we’ve all seen sailing around the bay. Peter is currently sailing the Lena Marie down the coast, through the Panama Canal to the Carribean. Peter has extensive offshore experience as well as a racing background in small boats. It’s great to have him aboard.

Ulf Werner is co-sailing Brown Sugar with Paul Silvestri.

Paul has been racing on the bay for years. His son Russ, who is one of the top Laser sailors in the country will also be sailing Brown Sugar. Their first effort will be the Manzanillo Race in February. Brown Sugar excells in the wind conditions normally encounter in this race and they are a real candidate for first overall.

— roger hall Page 19

WITH THE CATALINA 25’ and it’s Redesigned Interior, Booths 110-12.

The Smart CATALINA 22’ The Hot New CAPRI 25’ and a complete line of CAPRIS, booths 117-20.

See our BANSHEES and the fabulous new GRIFFIN, booths 1410-11.

Check out the Award Winning TOPPER, a new standard of design, at a very special Boat Show price of $845.00!

See it at Dunhill’s, booth 2117-18.

For other fine boats, new and used, chandlery, custom rigging, repairs, come see us in WALNUT CREEK.

boot warehouse 1531 Third A ve.

(415) 935-6844

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Northern California dealers for:

NlW£ Lampe foam 10ro P\r A Ioo P* Q/tCHI 2390 Marinnr Mariner Cm Square Dr. Alameda, Ca. 94501 (415) 523-3707

FS Fairways marine

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O day

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PETERSON 44 CUTTER '

SWIFT

1980 MODEL UNIFLITES NOW ON DISPLAY

PETERSON 44 CUTTER. Fast sailing, comfortable, designed by Doug Peterson. Vessel is commissioned with Lefiel spar, Hood sails, Lewmar winches, American standing and running rigging throughout. Over 140 vessels have been delivered In the past three years. Two in stock.

FISHER 37. Must be the finest production cruising sailboat afloat today.

Designed for safety, comfort, and sailing performance. 14 Ton displacement, 80hp dsl. Comprehensive standard equipment list. In stock and ready for delivery.

RESERVED FOR YOUR QUALITY LISTINGS

SWIFT 40' KETCH. Rigged Cruising Yacht. Designed by Sparkman and Stephens, Inc., and built to Lloyds Certification. Sleeps 7 In three cabins, 2 heads and showers, Hood sails, LeFlel mast, Schaeffer hardware, Boman Hatches, Barlent winches, 40hp dsl., Yacht Specialties steering & more. Ready for sea trial. Hull No. 4, $98,500 plus tax. In the water, Alameda, CA.

O'DAY 37. Northern California's newest aft-cabln center cockpit sloop. Standard Equipment Includes: mainsail w/jiffy reef, working Jib, 5 winches, 30hp dsl. dinette, 2 heads, 2 showers, wheel steering w/brake, galley w/press. water & 2 sinks, 12V system & much more. Boat Is In the water & available for your Inspection.

Mike Lampe Yachts is one of the fastest growing, Major Yacht Brokerages in California. We have over 25 power and sail boats on display in our sales yard. In addition to local advertising, we will expose your listed vessel in Sail Magazine, Bay & Delta Yachtsman, Soundings, S.F. Chronicle, Latitude 38, Boats & Brokers and The Yacht Exchange. Why not list your vessel with Mike Lampe Yachts?

Want to make a special purchase? Mike Lampe Yachts has three O’Day 30’s In stock — all three are 1979 models, two are new and one Is used. And you can save over the upcoming 1980 prices. 1979 prices are $31,900 — the 1980 price will be $36,600. Buy now and save. Besides, I like a sailor with class.

SAIL BROKERAGE 61’ Steel Ketch, 72, 6-71 dsl....$ 95,000 48’ Maple Leaf Cutter, 125hp dsl.175,000 47’ Cheoy Lee Ketch, 73, 8 sails, 12 winches, full electronics, radar, full canvas, Westerbeke dsl. .135,000 44’ Islander, 74,8 sails, well found.59,500 44’ Peterson Cutter, 3 sails, Lewmar winches, LaFiel spar, Hull No. 251, NEW. 40’ Cal, 71, Transpac Vet., New IOR rating, extensively cruised.

48,750 37’ O’Day, Center cockpit sloop.58,000

SWIFT 33’ CRUISING SLOOP. Lloyds Certified, meaning a Lloyds representative works at the yard checking each yacht at key stages of construction — quite different than mere Lloyds approval. Rigged with Hood sails, Barlent winches, Schaeffer blocks and hardware, 23hp dsl. and more.

Priced complete including safety gear & electronics.

O’DAY 28. ALL NEW. Performance sailing without penalties to comfort. LOA: 28’3”; LWL: 22’1”; Beam: 10'3”.

Base sallaway includes OMC Salldrlve, working sails, winches, stove, lifelines, and pulpits.

37’ Irwin, 77, full cruise.55,000 37’ O’Day ‘80 — Just Arrived — NEW...

35’ Ericson, 75, liveaboard.44,000 35’ Ericson, 74, well equipped...44,000 34’ Buccanneer, 78.50,000 31’ Ericson Independence, 77, custom interior, excellent I i veaboard.53,000 30’ Pearson, 76, atomic 4.27,000 30’ O’Day, 79, “Demo”, well equipped.36,000 30’ O’Day, 79, Last at old price, NEW. 26’ Excalibur, S.F. Bay class boat.13,500 25’ O’Day, 77, w/trl., special.13,200

Particulars are believe to be correct but are not guaranteed. Subject to price change, prior sale or wlthdrawl without notice.

EVERYTHING FOR SAIL (AND A GREAT DEAL FOR POWERBOATS TOO! ) SAN FRANCISCO'S THREE OLDEST AND MOST DISTINGUISHED MARINE STORES ARE LOCATED WITHIN ONE BLOCK OF EACH OTHER.

George E. Butler Co. Compass adjusting. Charts and Nautical publications.

Chronometers, and Navigation equipment 160 2nd St. 495-5855 Since 1906

JOE HARRIS* Foulweather gear. Deck shoes.

Nautical gifts. Yachting wear, and Validated Free Parking!

199 2nd. St. 986-2090

Deck hardware. Brass lamps. Marine paint.

Oars, Winches, Line, and much more.

651 Howard St. 543-7818 Since 1856

/

Page 21

LIGHTNING STRIKES We had an interesting cruising experience at 4 A.M. yesterday that we thought we’d share with you.

We were anchored in Dick York’s 52’ ketch at the nearby island of Nevis when we took a direct hit on the mast from a lightning bolt. We experienced a sound like an explosion and a simultaneous blinding flash of light. After the hit, we smelled smoke, a smell that thankfully^ went away in the next few minutes.

The lighting hit caused 60-70% of our electronics and electric systems to go out. The alternators to both our 12 volt and 24 volt systems died, as well as the refrigeration, the radio, the radar, several light fixtures and we’re not sure at the moment what else. Several fuses were ‘fried;’ one light fixture was blown off the bulkhead!

Fortunately the engine started and the electric windlass worked, so after a few hours sleep, we pulled up 200 ft. of 3/8” anchor chain from the open roadstead, where we were anchored and motored to St. Barth’s. We discovered we were taking on a fair amount of water. The source turned out to be a leaking distance log through hull fitting that is run off our 12 volt system. The fitting was under an inch or two of water in the fore mast bilge when the lighting struck. This seems to be caused by the lightning!

Here in beautiful St. Barth’s we’ve been fortunate enough

to find through the yachting grapevine an Australian electrical engineer named Dick Lane, who is repairing our many problems one at a time. Dick points out that most cruising boats, fiberglass boats in particular, are not adequately grounded.

He says that it is fortunate that we were at anchor. The thousands of volts that passed through the standing rigging were able to dissipate into the water through the anchor chain, or we could h^ve had, a hell of a fire. We were also lucky that the through hull fitting was not blown out of the hull, but only damaged.

What path or paths did the thousands of volts take? Down the radio antenna through the radio cable to the central panel, where other currents were produced through induction? We’re still speculating. Why were certain of our electronics wiped out and not others?

Dick Lane tells us the fiberglass boats should have shrouds, stays and masts grounded to a 3 sq. ft. copper plate bolted to the hull. We’re not sure that he’s right, but we are sure that a lightning bolt can do a lot of damage to a boat with an improperly grounded mast! By the way, the duration of a lightning bolt is 15 microseconds and the voltage can be as high as half a million volts. We hope you received the photographs Dick York sent to you from Antigua of Norton Smith winning

SUPREMACY

Endeavour 43

See these yachts at the S.F. Sports &. Boat Show, fan. 11 -20

GOSSAMER OR LEAD the single handed Mini-Transat race.

Hope you have a fine December vacation!

Jan Pehrson Jana Morss Dick York Yacht Sofia St. Barthelemy, Leeward Islands West Indes P.S, Can’t think of a better place to be stranded. St. Barth’s is a hang out for the young French jet set. Jimmy Buffet sings about the local watering hole here in ‘Cheeseburger in Paradise. ’

Gang — That’s a hell of a clear, concise and informative letter. Thank you. We’re glad to hear you’re all right and having a good time. We did get the picture of Norton as you can see from other pages in this issue.

Is Dick Lane right in saying that fiberglass boats should have their shrouds, stays, and masts grounded to a 3 sq. ft. copper plate bolted to the hull? We appreciate getting a second opinion from sailors in the know on these matters.

This article may gain the reader nothing, or it may lead him to question concepts he has held obsolete since he first became interested in boats and the sea. Exciting, because it may alter your life.

1 am looking for a sounding board. Through this article I wish to launch this trial balloon to determine whether she’s made of gossamer or lead. Let’s see if my concerns and views strike a resonant or dissident chord among fellow seamen who plan, someday as I, to “go down to the sea.”

Clearly, 1 foresee a problem. For illustration, let’s invent an imaginary sailor, possessed with the dream of cruising. He plans to sail the emerald blue seas of Tahiti, Bora Bora and Pango Pango. He dreams romantically of being in charge of his own destiny, a gypsy life, free to live his own fantasies.

Bare breasted natives swimming out to greet his ship.

Brilliant sunny skies filled with exotic scents. He may secretly plan to initiate a barroom brawl in “Quinn’s Bar” on Tahiti.

His personal risk outweighed by enjoyrfient of writing home to his 40-hour-a-week milk toast friends, the blow by blow description.

He has had it with 40 hour weeks, inflation, payments and freeways. He longs to be “free of the land,” to host cocktail parties on the stern for interesting new friends. His new life requires implementation, so he sets down to design an escape

SAIL and POWER

Albin Trawlers

Pearson 36 Pilothouse sloop 15 EMBARCADERO COVE PHONE: (415) 261-SAIL

Page 23

OAKLAND, CA 94606 TELEX 337-614

GOSSAMER OR LEAD plan.

Irony here. In implementing his escape, he finds he must further involve himself in that which he seeks to escape. Let me explain. Our friend surveys his needs; a boat, provisions and a monthly income. All oKwhich is quickly reduced to dollars required. So he doubles his output, moonlights on a second job, seeks promotion sooner and relentlessly drives both his body and his mind towards his new goal.

“It will all be worth it someday,” he’s certain. Should he have doubts all he must do is to reflect nostalgically upon the “Mutiny on the Bounty” or recall the 1950 TV series “Adventures in Paradise” with Adam Troy, or spend a quiet evening rereading “The Hiscocks” or Mosefield’s poetry. Doubts quickly disappear.

The question. Can our friend make the behavioral change from “pressure cooker” to the “gentle winds” of his dreams?

As an observer of human behavior (and a couple of cruises,) I predict disaster or, at least, disappointment for our friend. I believe that within each of us lies a compelling need to produce, to generate something meaningful. This force acting upon our friend requires attention. He must redirect his energy into productive channels or he stands to go through a period of personal reappraisal that threatens his voyage.

Solution. Give purpose (a monthly income) to his venture.

SERIOUSLY FOR SALE.

Traditionally cruising sailors have hoped to “work their way around” utilizing their personal skills in foreign ports. This plan has its successes but, more often, succumbs to difficulties established by foreign governments protecting local and prohibiting foreign labor.

Have we overlooked the solution? Earlier we mentioned Adam Troy, the star of “Adventures in Paradise.” For those unfamiliar, the series had Adam, the owner/skipper of a 150 foot schooner, working, making payments and soliciting freight to various destinations. You guessed it — he was so busy working and producing to keep his boat clear that he had inadvertantly put together the ingredients of a successful cruise. Adam didn’t realize it then but we do now. Do 1 hear voices of harmony or dissent?

Proposal. Each individual explore the possibilities of scrapping our “yacht” and replacing it with a “sailing freighter.*’ Americans have traditionally been known as traders. “Yankee Traders” buying, bartering, salvaging and transporting goods. It’s our seafaring tradition and I suggest we “dust it off.” We could start by rereading our old mentor, Josh Slocum and his enterprising experiences at turning a dollar.

There are more opportunities today than in Joshua’s time due to the explosion of international trade, 20th century com-

WHY WAIT? Come in now while there is ample time to plan your dodgers, awnings, cockpit cushions and weather curtains to your specificationsj

10% Discount in Effect And don’t forget your interior — complete sets of new cushions at reasonable prices with hundreds of fabrics to choose from.

For Example:

Islander 36 — $890 Coronado 25 — $640 20’ Cal - $475 29’ Triton — $495 TARTAN 37’ — An exquisitely customized, elegant liveaboard racer/cruiser. She comes with a Sausaiito berth ... $117,000.

Seen by appointment. Call (415) 332-4622.

CALL FOR A QUOTE ON YOUR BOAT Gianola 6 Sons 210 Harbor Drive, Sausaiito, CA 94965 (415) 332-3339

.

GOSSAMER OR LEAD munications and the oil crisis. Let me amplify my thoughts on the oil crisis. Freight costs due principally to increased fuel have spiralled, creating for our sailing entrepreneurs a small slice of the freight pie. Recently we have seen a great deal of interest among the shipping and sailing communities to explore the ‘back to sail” philosophy. I believe that the concept is sound and should be explored by capitalistic seamen concerned about the guilt !or let down of non-production and picking up a few bucks along the way.

Required first — an exchange of information, opinions and ideas. A forum on the viability of wind-freight around the world in this and the next decade. Let’s open this exchange with the following: A. What is the optimum length/displacement of a sail-freighter to be handled by a crew of 2, 4, 6, and

8?

B.

What type of rig should be utilized for maximum efficiency and minimal crew effort?

C. Selection of the most efficient diesel auxiliary and the correct mating of horsepower to length.

D. Hull design: are stock plans available or do we have to start from scratch? From 1850? Have architects addressed “sail freight” requirements?

E. Types of cargo to be carried. Refrigeration re-

SEE THE BEST! Islander Peterson 40’

quired? What are the additional requirements for cargo loading and off-loading?

F. Solicitation of cargo. Agents. Or possibly ads in local papers announcing space available. How was it accomplished in 1850?

G. An economic evaluation based upon “returning on investment” or payback period. (Note: the freighters of the mid-1800s often paid for themselves in one trip or less than a year. Further, they were built of inexpensive materials, designed, in fact, to be utilized and sailed hard for several years and discarded for a newer design. Can we use concrete for the hull and galvanized rigging and fittings?

Any comments, opinions, answers or suggestions you share will be organized and disemminated in future issues of this periodical. Here’s to romance of the sail with the realities and pleasures of making a buck.

McClellan Klepper 220 Redwood Hwy., Box 197 Mill Valley, CA 94941

THE ALTERNATIVE I

Islander Bahama 30’

V

OWNERSHIP

Yamaha 33’

Call or Write for Free Brochure

At the S.F. Sports & Boat Show January 11 20

Don Wilson YACHT SALES v?. Vr .•

11 EMBARCADERO WEST OAKLAND %.

Page 25

,

PORTOBELLO 444-8717

OLYMPIC CIRCLE SAILING CLUB 1815A Clement Ave., Alameda, CA 94501

(415) 521-7322

The Buccaneer 295 is a One-Design on the Bay, X.

,

Unfortunately.

Most sailmakers, boat dealers, manufacturers and sailors agree that there are many advantages to having a onedesign class. Look through this issue of Latitude 38, and see how many times “one-design” is mentioned. We at the Sailboat Shop agree.

Unfortunately, what we see happening is people buying stripped out, over priced, under built, over “rated” boats. But because it is a “one-design,” it will therefore have guaranteed resale value — wrong! What these poor sheep have done is bought a boat which offers little too nothing in terms of amenities and comfort arid is so over-rated that it could never race anything but one-design. It sells boats! We knew of one yacht which was being promoted as a “one-design” when there was only one on the Bay. After only a year on the Bay, The Buccaneer 295 was given a one-design class in the Metropolitan Mid-Winter Series. Unfortunately, it is so much more than a! one-design.

A. ) It will sail very competitively against other boats under any rating system, and it’s fun to beat other boats you’re not supposed to.

B. ) It offers an attractive, well finished, comfortable interior.

C. ) Although the boat is not cheap, it offers the greatest value of any yacht afloat.

D. ) It was not promoted and sold as a “one-design.” It made it on its own.

BUCCANEER 295 _ A BAY ONE-DESIGN AND SO MUCH MORE! >■

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180I'D Clement St. Alameda, CA 94501 (415) 523-4388

SIGHTINGS tillerman presumed lost at sea It was a very tragic Thanksgiving holiday for northern California sailors. Besides the deaths on The Sting off Ocean Beach, the Coast Guard was unsuccessful in their most intensive search and rescue effort of the year.

At 8:30 on November 22, Jon Strickland and Steve Kluge, both of Seaside, set sail for Half Moon Bay with an eventual destination of Pier 39 in San Francisco. They were in Jon’s Cal 24, Tillerman, which he had purchased two years ago and had been sailing in Monterey Bay. The boat had beeh in good shape when he bought it, and he had spruced it up even more. Tillerman was uncommonly well-equipped for a boat of its size. Besides normal safety equipment it had a CB radio, a SSB radio, a Zodiac liferaft, flares, a spotlight and other equipment. It’s not certain if there was an EP1RB aboard.

On the 26th of November, Strickland’s mother reported the boat overdue and a search and rescue effort was undertaken. Information was immediately fed into the Coast Guard’s computer in New York, including the fact that the seas had been between 6 and 10 feet on the 22nd. A front had also come through that day with winds that eventually blew out of almost all directions, so it was hard to pinpoint a drift pattern. There was also some confusion on the intended course. Strickland’s family reported that he intended to stay within 10 miles of the coastline but later information suggested that he might sail as far as 90 miles out to make Half Moon Bay on one tack.

Whatever the case, a full blown search was started, beginning well south of Monterey. Surface vessels as well as aircraft from the Coast Guard, the Marines, the Navy, the Army and the National Guard eventually took part. At one time there was some wreckage spotted near Davenport, a few miles north of Santa Cruz, but numerous relatives confirmed that it was not the white Cal 24 with the red stripe.

In an effort to exhaust every resort, one member of the family consulted a psychic in San Diego who reported that the boat had washed up at Ano Nuevo and that Strickland had survived. The Coast Guard was sparing no expense in the search and a land party was sent out.

Neither of the young men or traces of the boat were found.

On December 4, after searching some 19,500 square miles of ocean, the Coast Guard called off the search. They had, as one Coast Guard member said, “really busted our ass.” Disturbed that such a thorough search had not turned up the boat, the liferaft, or any signs of the boat, the histories of the boat and the boys were checked, but found ‘clean.’ The boat and both young men are presumed lost.

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opening day April 27, 1980 is the first Opening Day of the rest of your life. It’s more than that, too; it’s also the first daylight’s savings time of the rest of your life. So mark your calendars and remember to set your clocks forward.

§ r '< *■

looks like a beach but it isn’t. We- talked to a bunch of sailmakers and they all identified it as a spinnaker. Two said the pole was too far back, three said the guy was too

SIGHTINGS singlehanded transpac 1980 It’s first come, first serve for the 100 open spots for the 1980 Singlehanded TransPac from San Francisco to Kauai. Here are people who have already put the money up: Buz Sanders, Red Boat, Cal 2-29, Bay Area Roy Hasse, Mega 30, Madison, Wisconsin Bill Siegel, Mull 32 (C&B Marine), San Jose Carl Elliot, 33-ft. steel cutter, Seattle R.E. Van Valkenburgh, DownEast 38, Santa Maria Mike Kane, 55-ft. Trim, Crusader, Los Angeles Don Eldredge, Valiant 32, Bay Area K.I. “Punches”, McGraegor 36 Catamaran Ian Kiernan, Tasman Seabird, New South Wales Sam Vahey, Odysseus, Ranger 37, Sausalito Dan Byrne, Valiant 40, Los Angeles Judson Zinzick, Mt. Shasta Kathy Senelly, Cal 25, Coronado, CA Bob Sommers, Cal 2-29, San Diego Reg Miller, Miller 24 Cat, Southern California

ball, doesn’t it? loose, and on,e said they should have put up the blooper. What do you think is wrong here? This is a quiz, and this one counts double.

Page 29

Some of these people already hc\ve singlehanded experience.

Sam Vahey did the last race, Ian Kiernan won the Cross-Tasman singlehanded race, and Mike Kane sailed the Spirit of America in the OSTAR and led for a part of the race before having to drop out.

Kathy Senelly, the first woman signed up has already done her qualifying race.

While these spots are already taken, a lot more are sure to go in the next couple of months. Many of the group that sailed in the 1978 race will be going again, and no longer will be content just to arrive safe and sound. The first to finish spot is being lusted after with unprecedented fervor, and there is talk of all kinds of ultra-light and multi-hulled boats that might b^ entered. Everyone seems to be playing their cards cldse to their chests however, not revealing what they plan to take until everyone else has revealed their committment.

Nobody wants to be outnuked.

Mike Herz reports that over 250 responses to inquiries have been sent out, and requests are expected to keep continue coming in. If you have designs on making the race, you may save yourself a spot on the starting line by sending a $150 deposit to the SSS, which will insure you a spot until the remainder of the entry fee is due. The $150 can be refunded up until Feburary 1.

Other important dates are April 1, by which time all entry fees must be paid. Additionally, all starters will have to have made their qualifying sail by May 15th. the race starts on June 15th in San Francisco — where it will end on Kauai is still up in the air. Thje finish will either be at Nawiliwili which is far less attractive but easier to take on supplies and fuel and water for the trip back, or at Hanalei Bay, an increadibly beautiful and impractical place to try and provision for the trip back.

If you wish to enter or get more information on the 1980 Singlehanded TransPac, write to Mike Herz (who will be going in his Ericson 35), c/o: The Oceanic Society, Building E, Fort Mason, San Francisco, CA 94123. Or, you may call (415) 441-1120.

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NORTON AND AMY SAILED ALONE with the DeWitt “team” behind them

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SIGHTINGS mulling over the itc Does everyone remember what the ITC is and what it does? Gary Mull told us in an interview 18 months ago, but. you, like us, have probably forgotten. The ITC stands for the International Technical Committee, and it’s function is to advise the ORC (Offshore Racing Council) on the technical aspects of the IOR (International Offshore Rule.)

The ITC is made up of six members; two from the U.S., two from Britain, and two from Europe. For most of the 12 years that the IOR rule has been in effect, Olin Stephens and Gary Mull have been the U.S. representatives. Mull, the Oakland naval architect, has served for eight years. Stephens has been around since the beginning, and has held the post of Chairman of the ITC for nine years.

Times have changed. As of November, Gary Mull assumed the powerful position as Chairman of the ITC while Stephens has stepped dovyn from the Committee. Some folks thought it was high time.

Stephen’s career has been long and illustrious, beginning in 1930 * with the breakthrough boat Dorade (now permanently berthed in the bay area.) After that came boats like Finisteere, Baruna, Bolero, a large number of 12 Metres, and 17 billion “S&S” designs. But Stephens negative remarks about lighter boats after the Fastnet, and the need for storm trysails, did not sit well with many of those who sailed in that race. Stephens, they thought, was no longer in touch with the current state of ocean racing.

Mull, who replaces Stephens as Chairman, is no wild man at the drawing board. He has always prided himself in ‘sensible’ designs that are well-engineered and “don’t fall apart.” He will probably continue Stephen’s tradition of restraint.

Gary has had fine IOR boats to his credit, notably Improbable.

Perhaps an even greater credit to him is that he designed the Ranger 37 which was the last production boat to have won the SORC. One

happy americans to make happy Last Fall the “Ted Turner (far left) and Gary Jobson (third from left) Road Show came to the Corinthian YC to raise money for the United States Olympic Yachting Committee to assist American sailors trying for Olympic gold. Ted and Gary came at the request of Susan Vaughn (snuggled between Ted and Gary) with the full' approval of Bill Patry (got to be the one on the far right), Chairman of the yacht club’s Racing Education Committee. of Gary’s early designs, the Newport 30, is still competitive on the marketplace and on the race course.

Joining the ITC as the other American member is Doug Peterson of San Diego. Peterson, who is slugging it out with Ron Holland for numero uno in IOR design supremacy, will certainly add some stateof-the-art grand prix mentality, which perhaps had not been previously present on the ITC.

Not only was the evening a riproaring success, but so was the raising of funds. That evening raised $2000 for the USOYC Gofd Metal Fund. That turns out to be l/50th of the funds that the committee will be spending in the

SIGHTINGS one hand for you, one for the boat We don’t have any statistics to back It up, but we’re willing to wager that the greatest cause of deaths in sailing is falling overboard.

The number of drownings or near drownings we hear about from going over in and around the bay is just boggling.

Sometimes going overboard is a result of getting smacked by a big wave in rough weather outside the Gate: sometimes it’s caused by getting hit with a spinnaker pole during a race in the bay. But it doesn t even take that much. An elderly gentleman down the dock from us nearly died one night after having a few too many while his boat was tied up in his berth. Only a happenstance 2 a.m. passerby hearing his faint cries saved him from dying of hypothermia in his very own berth.

With regret we must report yet another victim of falling overboard.

In the very early morning hours of December 12, Andre Lewis went over the side of the 31-ft. ketch, Nell, as she lay at anchor off Angel Island. The Coast Guard reports that there had been heavy drinking on the vessel and that the 47-year old Lewis had gone on deck to vomit: he simply never came back.

Lewis’ absence was not noticed for some 30 minutes, and it was yet another hour before the Coast Guard was notified and could begin it’s search. With the strong tides behind the island and the cold winter water, it’s no wonder the body was never found. Lewis, from San Francisco, was reported to have been wearing a lifejacket and to have been a certified diver.

at corinthian americans in tallin next few months in final preparation for the Games, including further training at special clinics.

Indications are that it may be a good Olympic year for the U.S. The USOYC reports that this summer, U.S. sailors swept 8 of the 15 medals at the Pan Am Games, won 3 of the 6 Olympic Class World Championships and placed very high at other key Olympic Regattas around the world, including 5 of the top 6 spots in the Finn Gold Cup (Worlds.)

If things continue on track, the USOYC could meet its 1976 goal of “a medal in every class.” Thanks to all of you, including Ted, Susan, Gary and Bill.

Page 33

Initially, perhaps because of the drinking, there was a great deal of confusion over what happened and who owned the boat. An early report in the Chronicle indicated that the boat was owned by Sailtours, Inc. of San Francisco and was a “rent-a-boat” seems to have been a mistake. The boat is a brokerage boat owned by Sailboats/Sausalito of Sausalito, who report that it was taken out without authority by Herman Ross, who is a sometime employee of that company. > The Coast Guard tells you that you shouldn’t drink while you are on a boat. We realize that while that may be pretty good advice, it’s not very realistic. So just be careful, allright?

It doesn’t only happen to pleasure boats. As the result of the same storm that washed some 16 boats up on the beach in Half Moon Bay, a man was lost overboard off a fesearch vessel, and another off a freighter. Hang on!

while we’re on the corinthian we’d like everyone to know that on November 4th, for the 14th year, they held their annual “Coast Guard Appreciation Day”. The yacht club feels that it’s worth taking one day each yea* to honor the Coast Guard for its tremendous work, protecting our water and saving people’s lives. And we think they are right.

Sixty Coast Guard officers and petty officers were on hand for the luncheon, and they brought a few cutters along for public viewing.

As had been the case in the past, the Coast Guard brought their band along for a concert on the club’s top deck.

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SIGHTINGS nautical science at college of alameda Peter Jowise and all those great folks at the College of Alameda want Latitude 38 readers to know that they are again offering a great slate of free classes. The classes listed below start the first week in January, but you can still come if you miss the first class or two. All of you are invited to register for the tuition-free classes, and may do so by calling 522-7221. Here are the classes: Coastal Piloting: The introductory course for beginning navigators, will meet on Tuesday and Thursday from 7:00 to 9:30 p.m.

Celestial Navigation /.- Basic nautical astronomy and navigation using observations of the sun for position-finding, meets on Tuesday from 7:00 to 10:00 p.m.

Celestial Navigation II: Broadens the coverage of the first course to include navigation by the stars, moon, and planets, meets Monday from 7:00 to 10:00 p.m.

Seamanship: Gives in-depth coverage of such topics as heavy weather sailing, anchoring, docking, man-overboard rescue, knots and splices, meets on Wednesday from 7:00 to 10:00 p.m.

Meteorology for Mariners: Deals with weather analysis for the boat at sea, with emphasis on short-range forecasting and storm predictions, meets Thursdays from 7:00 to 10:00 p.m.

Mental exercise keeps the mind young. So why not sign up for one of these classes?

just a reminder folks On January 7th, Dave Allen, former owner of Imp, will be giving a talk titled “The Sea in Rage,” focusing on the stormy Fastnet Race.

Dave was one of the few people who said “it wasn’t that bad.” It’s sure to be interesting.

The occasion is just one in a series of lectures being presented each month by the Oceanic Society. The lecture will commence at 7:30 on the 7th, in Building 315 at Fort Mason in San Francisco. Oceanic Society members are admitted free, guests pay $1.00 admission.

mind your a’s and c's Now is the time to beware. If some seedy looking seagoing creature, most probably a powerboater, comes up to you with a sensational offer on a Loran system, you’d better be prepared to say “no.” Or at least know your A from your C. As of December 31 of the old decade, Loran A is no longer in service on the west coast of the United States and Canada, including Alaska. So don’t be a sad, sorry, sucker by falling for the “old A for C switch.”

Loran A was put into service during the Second World War and has provided excellent service since then. So why ditch it for Loran C? Well, Loran C has better accuracy that Loran A; 5 miles versus V4 mile accuracy. The other big thing in favor of Loran C is that it requires only about half the stations of Loran A, and therefore is much more economical.

If you want more details about Loran C, you can get them from the U.S. Coast Guard by calling (415) 556-2560.

cow palace This is the Gulfstar 44, Queen of the San Francisco Sports and Boat Show.

This ‘oldtimer’ of the boat shows will be held at the Cow Palace from January 11 through the 20th. It’s a very good show to look at gear, and there will be a good selection of sailboats. But, if you do seriously want to inspect a boat,

cargo sailing It’s December 28th and the idea of using sailing ships as cargo carriers has just received a severe blow. The vessel involved was the John F. Leavitt, the first cargo sailing vessel built in 40 years.

On her maiden cargo carrying voyage

SIGHTINGS a few words from j. c.

Safe boating is more than turning the key or hoisting the sails. Safe boating is the knowledge of various factors, rules of the road, boat handling, aids to navigation, piloting and many more subjects — in addition to and combined with experience.

All of the above subjects will be available to you at the Boating Skills and Seamanship course being offered by Flotilla 25 of the Coast Guard Auxiliary, starting January 8th at 7:30 p.m. at the Point San Pablo YC, 700 West Cutting Blvd. in Richmond. The course is free, the only cost is for the books you will use and keep. For further information, call 235-0664 or 237-9661.

If Richmond is not a convient location, call the Coast Guard Boating Safety Office in San Francisco for the class location nearest you.

J. C. Robinson, VFC/FC elect Fit 25

boat show we’d recommend a week-day afternoon for your peace of mind.

We’ve heard that the theme of this year’s show is Bing Crosby. We’ve yet to understand the connection between a boat show and a deceased crooner, but if you go, you’re sure to find out.

ship sinking from Boston to Haiti, the 97-foot vessel is reported sinking in what the Coast Guard reports as 10 foot seas and 20 knot winds. As we go to press, the crew abandoned the boat and had taken to liferafts. They have since been picked up by the Coast Guard.

Page 37

guarding the coast guard The Coast Guard guards/.the coast, but who guards the Coast Guard? It’s a question that has puzzled'us for most of our adult lives, but now, thanks to reader Carol Nistle, we have the answer.

It’s the unnamed cat in the photo above that keeps tabs on the Coast Guard activities. Kitty monitors Channel 16 and purrs when the CG is doing a shipshape job. Heaven forbid, however, when “the Coast Guard gets surly with people in distress.” The purring turns to “meows.”

Just wanted to warn you guys on patrol, U.S. taxpayers and our pets are watching you to make sure we get our moneysworth.

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SIGHTINGS match racing on the west coast A year ago January there was a match racing elimination series to determine which northern California sailor — it turned out to be Rich Hackett from Coyote Pt. YC — was going to represent the bay area in the Congressional Cup. The Congressional Cup, many will recall, is hosted by the Long Beach YC and is perhaps the most prestigious match racing series.

Since this is the first year of a new decade, it’s not surprising that things will be a little different. For one, there is a new local perpetual match racing championship to be sponsored by the St. Francis, Richmond, and San Francisco Yacht Clubs. It will have two purposes: one, to promote match racing which is becoming increasingly popular. And two, is to select the bay area representative to the Pacific Coast Match Race Championship, the winner of which will represent the west coast in the 1980 Congressional Cup. As you can see, it won’t be quite as easy to get into the Congressional Cup as it was last year.

Last year Islander 36s were used for the local run-off for the Congressional Cup; this year lighter and more responsive Santana 35s will be used. The Islanders were not chosen again primarily because of the difficulties in rounding up a fleet of boats that were sufficiently similar.

As so often happens, everyone was pretty late in sending in their entries for the San Francisco Bay Match Racing Championship.

Consequently, Daryl Snell of the Corinthian YC and Kevin Friel of the Sausalito YC had to be denied a spot to keep the field limited to eight — as per the race instructions.

The eight entries will be as follows: John Qlauser, Berkeley YC; Jim Jessie, Oakland YC; Andy McCafferty, Coyote Pt.; Mike Beatie, Sausalito Cruising Club; Bill Hoehler, Paradise Harbor YC; Bill George, Richmond YC. The St. Francis YC had three entries, Jon Andron, Dick Clark, and Scott McKay, and will have to choose between the three of them. The San Francisco YC will have to choose between Paul Kaplan and Jake Wosser.

There’s a lot of fine entries in that list, and it’s a good thing, too.

One week after the local championship, January 12 and 13th, the winner and his crew will have to be in Long Beach sailing Catalina 38s in the Pacific coast Match Racing Championship. It’s going to be tough. ; Thq Congressional Cup is held later in the Spring, and for the second time will not be sailed in Cal 40s. The Cals had served the cup well, but there are not as many in Long Beach as there had been in the past, and the difference in sails was becoming a big problem.

prison buoys The Coast Guard informs us that 6 orange and white buoys will be established in 3 to 6 feet of water around San Quentin State Prison.

The buoys will establish a security zone that extends to a maximum of 225 yards offshore.

The San Quentin Security buoys will be placed to help prison guards distinguish between yachtsmen transiting the area and prisoners escaping. There was considerable embarrassment at the prison not long ago when there were less of the former and more of the latter.

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good book California Living Books sent us the above copy of The Moveable Fleet, a Boatwatchers Guide to San Francisco Bay. We took one glance at the cover, decided it had to be the most boring book we’d ever seen, and threw it in the corner.

A few days later on the way to the office ‘library’ we were desperate for something to read and picked up the book again. vWhat a pleasant surprise!

We’d seen a lot of odd and unusual looking vessels on the bay over the years, and here most of them were in this book. Each had a photo and a short but satisfying explanation of what the heck they are doing on the bay.

When your child or wife (or husband) asks you, ‘What’s that ship?’, no longer will you be limited to the trio of: Freighter, Tanker or Tug. Now you’ll be armed with Liquid Cargo Carriers, Rollon/Roll-off Ships, Hybrid Ships, Lam-

make reservations One of the nicest things about owning a boat is that on the spur of the moment you can hop aboard with a bunch of friends, and just take off sailing wherever in the heck you want.

At least you used to be able to.

Heaven help you now, if say, you want

SIGHTINGS where are coro 25’s There are over 300 of you sailing on some of the most challenging water in the world. Coronado 25, Fleet 7 is making plans for our 15th season and we would like to include you.

We can share our experiences with you through the Sloop Scoop, the National Association’s Publication, Fleet 7’s newsletter, our annual Sailing Clinic, Cruises and YRA One-Design racing.

Plan to attend our first meeting of the year at the Berkeley Yacht Club, February 7th at 7:30 p.m. Give us a call, we guarantee a friendly welcome.

Elaine Kozak 332-3380 Carolyn George 697-3472 Gary Plotner 828-0777

black to green

para Net Boats, Research Vessels, Oceangoing Tugs — oh, you’ll be the hit of the whole family.

There’s much more, too. You learn what goes on at each of the piers in San Francisco, what happens in the waterfront from China Basin to Port Chicago.

You’ll get the info on propellers, ports of the hfiy, ship’s markings, and much more. We only suggest you use caution in the small ‘sailboat section’ where the book confuses a ‘cut-away forefoot’ with a ‘fin keel’.

We think The Moveable Fleet makes a nice present for somebody who can chuck it in their boat. When some unfamiliar vessel or section of the waterfront pops up, the book’s on your boat for instant reference. The Moveable Fleet is pleasantly written with nice graphics. They didn’t say how much it costs, but it’s probably worth it. You’ll find it in many of the local chandelries.

today to sail up the Napa River and through the Imola Avenue Bridge ori th6 spur of the moment. CalTrans is proposing that the Imola Street drawbridge only be opened after being given six month’s advance notice. So, if you were thinking about sailing up for the 4th of July, better hurry with your reservations . . .

Page 41

The U.S. Coast Guard is currently considering changing the black colored buoys marking the left side of the channels when viewed from seaward to the color green. One reason the change is contemplated is that the color green may be detected from a greater distance than the color black. If the color of the buoys were changed to green, it would also be consistent with the green lights and dayrnarks that currently identify the port side of a channel when viewed from seaward.

To evaluate the idea, certain buoys will be painted green for the next year. So, if you see a green buoy, consider it to be black. The first buoys that will be tested green are the San Francisco Main Ship Channel Lighted Buoy 3, and the Morro Bay Channel Lighted Buoy 5.

If you think this is a rotten idea, you may register your complaint with the Coast Guard at 530 Sansome Street, San Francisco. They will listen to what you have to say. »

yeah, but where’s jocelyn?

We were ripping along 101 the other night and were listening to UPI’s big deal evening news on the radio. After the initial horror stories they broke to a commerical for relief. It was one we’d never heard before.

Accompanied by ‘Victory at Sea’ type music we were introduced to circumnavigator Jerry Cartwright who had just come upon some unfamiliar shore after a storm. He was bushed and really wanted two things: some hot coffee and a good night’s sleep. Normally those two things are incompatable, but Jjgrry reached for . . . (a little fanfare please) . . . Nescafe decafinnated coffee! That’s right sailors, Jerry got his hot coffee and sleep, too. ZZZZZZZZzzzzzzz.

Those of you who commit our ‘Letters’ to memory will recall that several months ago Jodelyn Nash wrote us a postcard from Alaska where she was on location, just like the movie stars, making a commerical for Nescafe. Why you have to go on location for a radio commerical is beyond us.

So, get lost Jerry Cartwright, and bring on Jocelyn and another hot cup of Nescafe 97% caffine-free coffee.

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SAIL 28’ Islander.28,500 33’ Fjord.Offers 34’ Cal-34.34,500 34’ Constellation.86,125 34’ Custom 3/n Ton Racer.49,500 34’ Nichols. 34,900 34’ Stone Sloop.24,000 35’ Alberg. 36,500 35’ Coronado. 36,000 35’ Ericson.2 from 44,000 2 Ton Racer INCA.145,000 2 Ton Sloop RACY.110,000 36’ Stone Gaff Sloop.19,500 36’ Hanna Ketch.30,000 38’ Hans Christian MKII.99,000 39’ Swan-Race Version.170,000 40’ Newporter.57,500 40’ Challenger Sloop.89,000 40’ Rhodes Sloop.48,500 41’ Freeport Catch... .2 from 85,000 41’ Cheoy Lee “Offshore”... .89,000 41’ “Swan” by Nautor.145,000 42’ Stone Gaff Sloop.25,000 43’ Palmer Johnson.120,000 43’ Westsail Yawl.125,000 43’ Swan 43’..195,000 44’ Peterson.115,000 45’ Steel Ketch.55,000 46’ Abeking&Rasmussen .... 70,000 46’ 6” Laurent Giles Cutter.. .95,000 48’ Moody. 70,000 48’ Swan. 220,000 50’ Force. 125,000 50’ Lapworth.75,000 54’ CT.175,000 55’ Islander, cust.230,000 58’ Custom Uawl.245,000 60’ Rhodes Yawl.250,000 POWER 23’ Thunderbird.9,300 32’ Grand Banks Trawler.42,200 32’ Uniflite Sedan.Offers 49,000 42’ Grand Banks.3 from 105,000 45’ Alaskan. 149,500 61’ Stevens.225,000

NEW... Perry Design & Westsail quality. Stiff, weatherly performance along with great cruising layout.

Orders now being accepted. Ask Lon.

41’ SWAN. High quality racer/cruiser.

Built in Finland. Asking $145,000. Call Joan.

36’ ISLANDER. 4 from 48K. Loads of gear. 1973-1978. Ask for Joan.

Particulars are believed to be correct but are not guaranteed. Subject to price change, prior sale or withdrawal without notice

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SIGHTINGS trouble at san francisco bar Friends, you don’t want to be anywhere near any part of the San Francisco Bar during a winter or spring storm — and that specifically includes the ‘south channel.’ The winter storms in Alaska churn up bigger waves than the summer storms from Mexico. These larger waves combined with the extreme low tides of winter and spring can make the whole bar area a real death trap for any boat.

In the very first issue of Latitude 38 we reported how the Islander 28, Hot Tub, had gotten hit by a ‘freak’ breaking wave of 15 to 20 feet, just a mile or two off Mount Sutro. After losing their mast and being rescued by a 44-ft. mot or lifeboat, the Coast Guard vessel was rolled. Fortunately, nobody was seriously hurt.

Not long after Jhat, the Catalina 30, Quest, was dismasted and eventually broke up in the surf just southwest of Seal Rock. The owner of Quest was not so lucky. He drowned before the Coast Guard could get to him. In both cases these boats were returning from short holiday cruises down south when they got into breaking, waves of the San Francisco Bar. On November 22 of this year, it happened again. Two boats from Pier 39, Kenneth Davidson’s Hunter 37, White Bird, and Ralph James’ Hunter 31, The Sting, left with friends for a holiday sail to Monterey. The boats had gone out the Gate and headed south when a fierce storm struck earlier than predicted. Travelling together, the boats abandoned the idea of Monterey, and even gave up on Half Moon Bay — they headed back for the Gate. Kenneth Davidson says, “We figured to get in with no problem.”

Weather for the area at the time was 35 knots with 10 to 15 foot ' seas. Although it was rough it wasn’t until the two boats were a mile or two off Sloat Boulevard that things got very serious. Both boats started to take breaking waves. Davidson remembers it getting dark inside his boat when a wave broke over them. The Coast Guard later reported that waves were hitting White Bird’s spreaders.

While it certainly wasn’t any fun, the boats still seemed to be doing allright. They kept going foru/ard, and after being hit by a wave, the cockpit would drain rapidly.

Then the smaller of the two, The Sting, got hit by a wave that held her down longer than the other, and left her broadside to the next breaking wave. That wave hit her hard and she started to take water, and apparently the steering was no longer functioning. Davidson reports that the helmsman went below, and saw that the boat was sinking. After which three crewmembers jumped into the water and made for shore.

Davidson and his crew on White Bird were able to see some of what was happening to The Sting, but had their hands full and were unable to help. The Coast Guard arrived a short while later, told White Bird to head for the Gate, and went in search of The Sting and he^ crew.

It wasn’t until later that the crew of White Bird learned that The Sting had sunk. One crewmember never made it to shore; one made it to shore, was revived, and later died. The owner, Ralph James, survived.

Although White Bird suffered damage to her spreaders, chainplates and other parts of the boat, she came through fairly well.

Owner Davidson feels that being bigger and stronger than The Sting,

be a block parent,

welcome, from According to the Half Moon Bay YC’s Ahoy/, the Half Moon Bay YC is now a member of YRA (Yacht Racing Association.) Formed about one year ago by John Powell and others, the Half Moon Bay YC has just elected its second slate of officers. Rick Grether is Commodore, Connie Malach is ViceCommodore, Maury Swoveland is Secretary-Treasurer, and Member-atLarge is Mike Day. The relatively new yacht club is going strong. 80 members and guests turned out for the November dinner-election meeting at the^ Montara Charthouse where nine new members were welcomed.

SIGHTINGS trouble at bar (con't) White Bird was able to withstand the waves better. Although scared, none of the three on White Bird were seriously injured. After the boat is repaired, Davidson plans to continue sailing.

We spoke to the Coast Guard, and they acknowledged that the entire bar, including the south channel, is unsafe during a storm or during a big swell. If any of you have any doubts about this, next time there is a low, low tide and a heavy swell, take a drive out to the Cliffhouse or the Marin Headlands. For miles out to sea, in a semi-circle around the Gate you will see big, breaking wavs. It doesn’t take any wind at all.

If you’re sailing back to San Francisco from Half Moon Bay during the winter, it’s best to head straight for the Lightbucket. That’s 10 miles offshore, and while it’s tempting to cut over the bar, it’s much safer to go around. Even if the bar looks calm, it’s still wise to go to the Lightbucket and come in through the ship channel. Waves look much smaller from the back, and even if the bar isn’t breaking, an ebb tide and growing swell can create crashing surf long before you can transit the area.

Ocean sailing in the winter can be safe and fun, but you’ve got to be especially prepared. Understand that cold weather can make you more susceptible to seasickness and fatigue, which in turn can radically affect your judgement. Keep your body warm, your mind clear, and play it safe. /

buy a boat

half moon bay y. c.

If you’re interested in becoming a member of the Half Moon Bay YC, call 726-5184 or Maury Swoveland at 728-3660. Memberships are open to all who enjoy sailing and you do not have to own a sailboat to join. The club has a boat co-op that non-boatowners may be interested in.

Prospective members are invited to attend general meetings, and a good one might be the January meeting.

Willie Binsfield is scheduled to have a slide presentation of his recent cruise in his Rhodes yawl to the south Pacific and Australia. Call the phone numbers above for time and location.

The Half Moon Bay YC, we’re expecting great things from you folks!

Page 45

new head-aches As of January, 1980, all boats with permanently installed toilet facilities must have a Coast Guard approved MSD (crapper) on board. Those of you who don’t like the idea of MSD regulations will note that this only applies to boats with permanently installed toilet facilities — which is why some folks aren’t putting anything permanent in. ’ But if you sail with people, particularly women, and you want to stay friends, you’re going to have to go with one of the three types of approved MSDs. Type I mascerates and treats human waste, then discharges it into the water. Prices for Type I start at about $300.

Type II does the same thing as Type I, but it does it better and costs a little more. There is only one manufacturer of a Type II device in the universe, Microphor in Willits.

Type III is a holding tank system. Type III the only system that can be used in all of the salt water areas of California. Generally what is done is a Y-valve is put at the discharge end of a ‘normal’ head; then, by turning the valve you either pump directly overboard or into the holding tank, whichever is legal where you happen to be at the time. Currently this is the favored way of going in northern California. The big problem with it however, is that if you do use the holding tank, you’re going to have a hell of a problem ever finding a pump out station that works.

In enclosed areas like Mission Bay, Newport Beach, Avalon, and Oxnard, you must use a Type III device. In other California salt water areas you can get away with a Type I or II. Have fun.

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CATTING THE MOLOKAI Gary,

Reader Gary Reiss, who says Latitude 38 is “the very best sailing sheet around, glossy paper or not” (thank you, Gary,) sent us the following letter from his friend Pete — no last name — in Hawaii. We really enjoyed it, and think you will, too.

Page 49

Incidentally, Pete has instructed us that he does not want others to “follow his lead and take a very small boat on a long voyage in open water.” That’s good advice from Pete, who obviously knows how to handle his cat.

It’s early morning here — I can’t sleep tonight for the first time since last winter when we drank all those Irish coffees down by the Marina and I stayed up all night reading Tom Wolfe. So, I decided to write you a letter that has been rattling around in my head since I sailed the Molokai Channel on my 14’ Hobie Cat. I don’t know exactly how late it is, but Clay Dog is barking next door and Inspector Erskine is interviewing Robert DeNiro about some marked bills.

DeNiro’s response about finding a bag of money in the street was — to say the least — unconvincing.

I’ve been working lately. I substitute taught science to 7th graders — what an experience — Ironsides is coming on TV. I had an idea that these shows were on at this time of night. From my limited sample size I found that 7th grade students from Samoan families can’t read.

I’ve been doing some landscaping lately, too. I planted a Chinese privet hedge and some Indian hawthorne in front of the Hobie Cat Hawaii store on Piikoi by Ala Moana Shopping Center.

Thanks for sending me Latitude 38.

Good Transpac coverage — best I’ve seen. By the way, the author mentioned a “fellow Bounty owner” from Honolulu who had been in Berkeley for a few months last year. I’ve sailed on that Bounty — it belongs to Doug Vann — a genetics professor at UH. I have taken up Hobie sailing by way of the full moon. Went sailing a couple of nights this last week. One night — Wednesday, I think — we had a full eclipse of the moon, I went sailing earlier that evening, but got too sleepy to sail during the eclipse — if only the eclipse had been tonight I would have made it. Night sailing is beautiful. The moon shining on the water, the succession of waves springing into the immediate reality of moonlight vision. The reach across Kailua Bay is incredible.

The open ocean outside the Mokuluas is unbelievable. Ironside got his woman — not bad for a crip.

Back to the Molokai Channel. One

CATTING THE 3 month-old parts were sound.

I put up the sail, lashed on the ice chest, loaded beer, Pepsi, pretzels, plums, bananas, clothes and a radio wrapped in garbage bags, zinc oxide on the faces, charge cards, cash in a ziplock, Aunt Mary’s towels and matches in another ziploc, J.D.’s watch on my wrist, and we were off. 10:00 a.m.

Sailed off the beach on a starboard tack straight out through the Channel in the reef. Fifteen minutes later I tacked to port (tacking was difficult with all the

% Erskine is interviewing DeNiro ...

UA MAU KE EA O KA AINA I KA PONO means "the life of the land is perpetuated by the righteousness.

night last month, Aunt Mary, my next door neighbor and financial backer of my new Hobie 14, went out sailing. It was a nice, mild night with about an 8 knot breeze. I could see the lights on this end of Molokai — navigational light, the lights of the Sheraton, and a light up on the mountain. I told Aunt Mary (who couldn’t see the lights without her glasses) that it would be a perfect night to sail to Molokai. She said — “Well, if we don’t do it now, we’ll never do it.”

This sounded accurate since my boat was up for sale that week. But we didn’t go that night. We did discuss what we would need to make the trip — and it wasn’t much. I had thought about it before many times daydreaming whenever my boat pointed towards Molokai.

At any rate I was up til almost 1 a.m. that night — it was a Sunday evening that we were sailing — August 19th. I slept in Monday morning until Aunt Mary awakened me at 8:30 — a halfan-hour after she was to have been at

work — saying “Uncle Pete, wake up.

Let’s go to Molokai.” As 1 blinked my eyes open the idea seemed preposterous. ! should be out earning money to pay off my debts, not pursuing pipe-dreams. But Aunt Mary was ready to go — she had taken off work without telephoning her boss and was ready to go.

Aunt Mary went to the store to get a 6-pack of brews for me and a 6-pack of Pepsi and some cigarettes and pretzels for herself while 1 started making preparations at home. Called the weather forecast — channel winds 10 to 15 ENE. Molokai Channel seas, 4 ft.

Winds were a little too easterly, but conditions were mellow — the recording usually has channel winds 20 to 25, seas 6 ft. in the summer. Oh, well, it’s worth a try.

Took my pliers and screwdriver out and made sure everything was tight on my boat. The boat was almost new — 3 months old. It had been out in heavy enough conditions so that I knew all the

MOLOKAI CHANNEL weight on board) and on this tack I could just lay the Mokuluas (V2 mile off Kanikai) and was pointing 5° to 10° below Molokai. Things didn’t look too good, the wind was too light to move very quickly and too easterly to point at Molokai. I decided that at least I should sail until noon or 1 and I’d be able to get back quickly reaching on starboard if the winds were unfavorable farther out in the Channel. At every header I’d think we wouldn’t get there til midnight and every lift would make me think that we

I____ ?

—

SUPER ILLUSTRATIONS BY JAN BRUNS

might make it by sunset — after a looooonnnnnggggg day. But Aunt Mary seemed determined to go to Molokai no matter how long it took.

By 12:30 we were getting into the channel, the wind and seas had picked up and I was pointing high enough so that I felt I might hit Molokai without tacking. The sprinklers just went on; it must be 3 a.m. We were just climbing over waves on port tack, getting into the rhythm of the sets in the channel by 2 p.m. The weather report was correct — 4 ft. seas, wind 15. We just kept our zinc-oxide-white faces pointed at Molokai — Aunt Mary setting by thfe shroud and me next to her — tiller in my right hand (getting aching fingers by now,) mainsheet in my left. Climbing up a wave over the top, down the back up the next one in sequence. Each set slightly different than the one before — some bigger, some steeper, some with whitecaps trying to break on us, many spashing us with water slapped by the ■hulls. Aunt Mary had long since given

up trying to smoke her Kools. Eating bananas and plums — fruits for the nuts.

Finally by about 2:30 Molokai looked closer than Oahu. And it was more of the same. More sets, more spashes, more aching hands and sore butts.

Molokai growing bigger and we could see the Sheraton Molokai — or at least I could — Aunt Mary no more glasses. I could see the golf course, low buildings and sand beach. We couldn’t lay the Sheraton on our port tack, but decided to carry the tack in close anyway.

As we approached Molokai the seas flattened and the wind increased. It became obvious that we were carrying water in our starboard hull after 5 hours on port tack. The closest landfall was a mile-long sand beach south of the Sheraton. I had to take a short starboard tack before I could lay the end of the beach. We pulled the boat up on the beach at 3:45 — 53A hours after leaving Lauikai.

The beach we landed on was incredi-

Aunt Mary “You’ll be home in the shower in less than three hours.” For about 45 minutes we pointed high, blasting through the waves. 1 could see nothing but spray with an occasional glimpse of Oahu from on top of a wave.

I was hiked out on the starboard corner casting and had Aunt Mary sitting on the rear tramplacings so that even when

ble. It was about a mile long. The sand whs so soft that you would sink in about 6 inches just standing still. And there was just one set of footprints in the sand when we arrived. After a short stopover that was too short to properly appreciate the beach, drink a brew, Pepsi, 2 cigarettes, we drained the boat and sailed off toward the Sheraton. The water was flat, the winds were howling and we flew.

We pulled the boat up the beach by the hotel in the middle of a golf course.

Aunt Mary started taking down sails and unpacking while I went to the front desk with my charge card.

“What is your cheapest room?” “$42.50.”

“Can I leave my Hobie on the beach?”

“Do you have a Hawaiian drivers license?”

“Here it is.”

“We can give you the Kamaaina rate - $31.50/day.”

Not bad for walking into a class hotel covered with zinc oxide, sea water, and wearing a blue visor from Balboa Island.

By the time we had bought slippers to wear to dinner, eaten a nice dinner, and restocked our ice chest, the bill had add¬

ed up and up and up. Not to mention the phone calls. “Hi. I’m at the Sheraton Molokai — just sailed over on my Hobie 14.”

By bedtime Aunt Mary had talked me into getting an early start in the moring and trying for Maui. We checked out at 8a.m. and sailed off in a good wind. As ,it turned out, the Sheraton has a great local wind that only goes for about a mile before it dies. We drifted for 2V2 hours to get around the point and head up the channel that separates Molokai from Lanai. Soon after rounding the point, the wind came up to 25 from straight ahead with a short steep chop and a heavy current all against us. It was time to go home — after 11 a.m.

We sailed back around the point into dead air looking for a beach to drain the boat on, but found only rock. At noon we decided to head for home and pointed out toward the channel. Even from 100 yards offshore I could see that the channel was windy.

I travelled out, sheeted in and headed high off Oahu knowing that it would be better to be upwind of Oahu in case of a breakdown and also knowing I could surf downwind anytime.

Less that a mile off Molokai I told

v

CATTING THE MOLOKAI y

we punched the bows in deep enough so that the goodneck was under water, we had enough weight at the back and enough leverage on the shrouds to pull the bows back up again.

After 45 minutes I started sheeting out and catching waves. It was great — the winds were up from the previous day — 20 to 25, so I had plenty of

power to surf the rest of the way across the channel. The wind lightened to about 15 once I was off Makapuu Point on Oahu and it seemed very slow (it wasn’t really) sailing past Waimanalo toward the Mokoluas. We sailed between the Mokoluas at 2:35 and had 10 mintes of sailing to drink a very shaken up beer before hitting the beach in plen¬

ty of time for a 3:00 shower.

I think if I had it to do over again, I’d wear goggles on the Molokai-Oahu leg.

My eyes were bloodshot for 2 days from all the salt pounding into them.

Oh well — 1 guess that’s all for now. I hope my insomnia hasn’t bored you to tears.

Pete V.

I started sheeting out and catching waves.

isiMiWHai

OUT OF MY MIND

On one wing of this question are a distinguished breed of cocktail drinkers, pipe dreamers, and rocking chair navigators . . .

The great Urbanczyk.

I

“How big is yours?” asked sexy Barbara, looking deep in my eyes.

“27,” I answered proudly. We were talking about boats and my answer was in feet — obviously.

Barbara, an aggresive and flexible salesman (sorry, salesperson,) an example of steadfast living, started our conversation at last Boat Show asking friendly and sweet as candy, if I am ready for bigger boat. She was rather shocked when I said that I am not dreaming about bigger boat, but that I’m rather consider buying a smaller boat, than bigger.

Thus we are in the center of one of most important, and most controversial problems of sailing: how. big boat we need to be happy, safe, and still OK with financial affairs.

As we know, there are probably as many opinions as there are sailors on our planet’s oceans. May be even more, God only know . . .

On one wing of this question are a distinguished breed of cocktail drinkers, pipe dreamers, and rocking chair navigators. They believe in and desire at least a three-mast bark with two motorboats on the deck, piano and fireplace in the teak panneled living room, deepdiving chamber, white-dressed navigator with short silver beard (a la Joseph Conrad, model 1885). Their dream boat must have engines able to run medium size factory, electronics just right for a space ship, and pantry adequate for 3 year polar expedition for

regiment of hungry hussars plus team of houris . . .

And they are never going to sail the ocean.

On the other wing of the question we have another, much hotter breed. They are more then sure that to cross Cape Horn or Cape Morris Jesup (85° N and 35° W) a sturdy bathtub or seaworthy trough to sufficent. Those folks are not dreamers, and they are for.sure ready to go. Please do not think that they are young and crazy. No, very often they are old.

These madcaps do not care about brass bells, silver sextants, hussars or houris. They love Oceans. Unfortunately .. .

1.

Length vs. Seaworthiness Certainly, there is not a simple corelation between length of boat and her ability to sail on the rough water. There are unsafe cruisers and seaworthy dinghys. Everybody knows that there was only one guaranteed unsinkable ship, and we all know what happened to her.

But from at least one century of intensive sailing, hundreds of books and unlimited newspaper articles, there is proof that boats under 20-ft. in length can’t be recommended as seaworthy for blue water sailing. I described in my book “Lonely Sailors — A Century of Singlehanding,” lots of boats under 20’ which made successful oceanic passages. But lot of them sunk . . . Yes, I know that William Willis sailed the

HOW DIG IS YOURS? Atlantic Ocean three times in his 10’ Little One; that Manry crossed Atlantic in 13’ Tinkerbelle; Riding in 12’ Sjo Ag; and Vihlen in 6-ft. April Fool (6-ft., believe it or not.) But I know also that Willis, Riding and many others were lost in oceans with their “pocket” size boats . . .

Boats over 20’, let’s say up to 25-ft. if properly designed, well equipped and properly managed can sail close to anywhere with a big probability of success.

Sailing bigger boats we can expect more luxury, speed, safety, and even fame and cudos.

Also be sure that women and V.I.P.’s will never board small boats!

2.

Length vs. Price Unfortunately, bigger boats have one unpardonable shortcoming, one inexcusable drawback: the PRICE. Measuring boats in feet, as nylon ropes, chains or highways, we must remember that opposite to them, the price is not proportional to boats length.

A boat two times “bigger” is two times longer, but her deck surface area will be 4 times larger and volume 8 times greater. Like a two times longer house it has 8 times bigger volume. Same is with their price. Two times bigger boat — 8 times higher price. Strange, but true!

Several companies announce their boats (30-ft.) “Price is right” — lk per foot. This is pure nonsense in crystal form. Can we expect to pay $5,000 for 5 foot boat? And what about $50,000 for 50 footer?

Boat prices raise drastically when length of boat is going over, let’s say, 30’. Fig. 1. The reason is simple: according to geometry principles to make bigger boat, producers must build her not only longer but also wider and deeper.

Salesmen (and salespersons, too,) know this rule very well and using all their persuation, talent and tricks will try to push you toward as big boat as possible.

“How much would you like to spend for your dream boat?” — is also typical question. I do not recommend to hit Page 55

OUT OF MY MIND them with my most favorite answer “I come here to BUY a boat not TO SPEND my money (!!!!!)”

3.

Lwl vs. Speed. Speed vs. Price.

Armament Races . . .

Waterline Length vs. Speed.

Speed . . .

We are buying bigger boats not only because they are more seaworthy and can give pleasure to more sailors, but also because they are faster.

Hydrodynamic principles make that the bigger is faster. Especially if both have same shape. Most of theoretical sources inform that “maximal speed of boat,” is equal to 1.5 times the square of the waterline.

For example for 25 footer, maximum velocity is 7.5 knots. Water turbulence and hydrodynamic resistance can’t permit the hull to move faster, regardless the sails area, wind speed and her skipper. Sorry. Obviously, there are exceptions to the rule, but basically to be faster means to be bigger. But how big and how much it cost? Mother Nature is again against us. Unfortunately ... As the price of boat is exploding enormously with length, her speed is growing with waterline length very, very slowly.

Approximately two times longer boat cost 8 times more but, speed of our love is only 1.5 times greater.

So must we pay 8 times more to be only 1.5 time faster? Not necessary — said one retired scoffer. Who ask you to be faster . . .

Most of us like to be fast, which costs a lot of money, or the fastest — which costs a fortune. All this hair rising stories about armament races were explained in last Latitude 38 issue . . . We remember about those all million dollars lost in as-expensive-as-death races.

But Dear Readers, please look over two diagrams 1 prepared for you: length of waterline vs. speed; and going right

® HIGHER TAXES •

(5) MORE EXPENGI W INSURANCE (^MORff'TO MAINTAl'N

raORE TO CLEAN ! t

to guts, speed vs. price! Fig. No. 2 and No. 3.

But this is not enough! I have more nightmares in my pocket. Bigger boat does not mean bigger price only. Bigger boat means more sails, thicker ropes, more fuel, more Comet (and more

COSIS SXPLOS1

».

LONGER ANCHOR ROI

time) to clean her, more expensive berth (paid by length of vessel,) bigger taxes, higher insurance rates . . .

For individuals with really strong nervous system, for people with steel nerves and ice cold blood, courtesy Latitude 38, we are serving Fig. no. 4!

HOW BIG IS YOURS? i, HEAVIER HALYARDS

Fig- 4

[EAVIER ANCHOR !

\

@ HEAVIER, BIGGER, LONGER .... (more expencive)

______£_ Andrew's big bang boat theory.

If we still alive we understand that bigger boats must have heavier anchor, thicker anchor chain, longer anchor line, if not even two anchors (and two chains, two ropes, etc. etc. etc.,) I would like to confess: GOD DOESN’T LIKE BIG BOATS. Because if he did he Page 57

would never create such strange principals that -price grows so fast while speed so slow.

4. Racers, Cruisers, and Cocktail Party Boats The next problem is what boat we like

to own. Latitude 38 very often receive letters and phones: “What kind of boat you recommend for me?” There are no answer for such queries. Pick-up or Corvette, Honda or Cadillac? Eh! Generally there are three types of sailing boats, based on three fundamental properties: Racers (Speed first, then seaworthiness and comfort); Cruisers (Seaworthy first, then comfort and speed), and Cocktail Party Boats (Comfort.)

Cocktail boats are not boats people live on. They are for rich people, “income tax excusers,” “lady killers,” “mahagony plus nikiel,” “ocean spray with brandy” . . . Such boats have no need to be fast or seaworthy, because they never sail. They are spending their life serving for pleasure, business or sex.

They must look as Capehorner, to attract women, but really do not need keel, anchor, rudder or sails. They must carry lot of maps (Polynesia, Cape Horn, and Mediterranean are a must,) sextants, baro, telescopes (Captain Ahab style). Life raft, RDF, and tools are not as necessary as crystal glasses, oceans of liquor, comfortable berths, fancy lights, flags and big refrigerators.

Cocktail boats have no miles in their log books but are always talking about big plans. Such boats are a real treasure . . .

Racers are promoted by salesmen as “especially fast” and most people buying such lightings are convinced that soon there shall be no place in their homes for all gold cups, medals, and other trophies won all around the world. Looking over last season’s race reports can give us more valuable information* than salesmen (who do not like to talk about displacement, ballast ratio, IOR or CCA but will repeat to you as barrel-organ one phrase: “This boat is fast, fast, fast, fast, fast ...” Sit in bar with a glass of drink (any mixture O.K.)

OUT OF MY MIND and look over bay on Sunday watching any race. You see all those boats tacking desperately on wind when winners are going home? All those boats were sold with magic phrases — “she is so fast, fast, fast ...”

The best trick for selling cruising boats is blinding formula: “Sleeps 24!” What means “sleep” is very controversial. In Europe I saw, very often, people sleeping in train in standing position, simply because there was no place to sit. Probably this is way they are talking about.

And no question any boat can give more space to sleep for than can sail, live, and survive on board! And I am rejecting here such poor jokes that if you have mixed crew you can load (right word) twice as much people in berths — or even three (four?) time more than if they like cooperate together . . . The rule of thumb, divide by 2 what is promised, and such amount of people will

be happy, safe, and effective in any voyage. Do not accept any sardine can proposition (Fig. 5). You didn’t know

B

[a

M ’

that oil in sardine can cost more than sardine — did you?

— andrew urbancyzk

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THE MINI-TRANSAT — PART II

“Ze next time I go to race ze Atlantic, I check first, if any California sailors go — then I no go.”

— Jean Luc Van Den Heede who finished second to Norton Smith in both legs of the Mini-Transat.

You’ve got to admire Amy Boyer’s performance in the Mini-Transat; it was a resourceful and courageous triumph of self-confidence. But Norton Smith . . . well, Norton is one tough hombre and a special kind of champion.

After sopne 6,000 miles of singlehanded ocean racing in small boats, he is not only undefeated in three starts, but hasn’t been out of first place for more than a few minutes the whole time. His reputation as winner of the TransPac preceeded him to England, and when he arrived at the start of the Mini-Transat, some of Europe’s finest professional singlehanders were waiting for him.

But, it was Norton who was waiting in Tenerife after the end of the stormy first Page 63

leg. He finished more than a day ahead of the second place boat. It was the same story in the second leg to Antigua, with Norton taking first place by about 18 hours — taking 20 days, 6 hours for the 2,600-mile passage. In both legs, he had been pushed to the limit by a very tough fleet, and commented that because of this his winner’s trophy meant more to him than the one from the TransPac. How does Norton do it? It’s the result of preparation, not luck. He came to the starting line with what may have been the fastest overall boat, his Wyliedesigned 20-ft. American Express.

More than just fast, Norton had painstakingly equipped the boat with ' carefully selected equipment. If the right stuff wasn’t available, he’d design it

himself. He’d sailed the boat extensively before the race; he knew it’s habits and how to get the most out of it.

But having the fastest boat doesn’t guarantee victory. Most of the other entries in the race could have lost in Norton’s bqat. Norton took the same care in preparing himself as he did his boat.

Although he wasn’t feeling in top shape, he prepared his body as best as possible. Even more important, he was ready psychologically, which he believes was essential to winning. Shortly after arriving in Tenerife, Norton dropped us a letter and had the following to say about the mental aspects of singlehanded racing.

“Aside from boat speed and freedom from breakdowns (an advantage I did not share,).the ability to keep sailing to

MIN I-TRAN SAT weather day after day was the key.

Even though the boats are very close in speed potential, they have become very spread out on the first leg. I can only attribute this to the psychological fatigue encountered on a boat.

“It reminded me of my thoughts on the TransPac race, that singlehanding a long race is basically a psychological sport. The difficulty is in keeping the world in perspective when there is no one to turn to for reassurance. In this race, the obvious questions that needed to be defined and kept track of were “how long can my boat take this pounding?” and “how long can I take it?” Each person’s answer to those questions on a stormy moonless night separated those who finished in 12 and 13 days from those who finished in 18 days.”

Latitude 38 is pleased to announce that you can follow Norton’s psychological journey across the Atlantic in the following pages. Norton made detailed recordings of both legs; we have transcribed the first leg in this issue, .and will have the next one in the February issue. We realize that it may provide more detail than some of our readers care for, but we think it will be a

special treat for others.

But U/hat about Amy? You may remember from the last issue that Amy lost both her lower shrouds and headstay during the first leg, but nevertheless carried on to Tenerife, taking 11th out of 27 boats. It had been a very rough first leg, and had taken a toll on Amy’s morale. She, although certainly not alone, was not excited about the second leg.

She did get her mast repaired and took off for Antigua with the rest of the fleet. Less than 24 hours out, however, she hit something in the water and turned back. Exactly what she hit fs uncertain; at times she thinks it may have been a whale, or maybe driftwood — at any rate it functioned as a psychological block. She radioed the rest of the fleet to announce that she was not able to finish the race, and was returning to Tenerife.

Amy had found it very easy to say “I quit” over the radio. She found it too difficult to live with, and less than two hours later, changed her mind. She knew if she didn’t complete the race this time, she would have to come back and do it two years later — and she didn’t

Amy Boyer, youngest woman to singlehand the Atlantic. Amy also won the Women's Cup of the Mini-Transat.

want to have to live through the awful first leg again.

She put back to Tenerife, had a leak sealed, rallied her willpower to go through the terrible mental anguish of starting again. Fortunately two other boats had put back in also, and she had company. “If it hadn’t been for the other boats, 1 couldn’t have restarted. I just didn’t have the morale.”

As Norton mentioned, the psychological aspects of the race are immensely important. Once Amy got started again, it turned out to be an enjoyable, if boring, passage. It was warm, they were following fresh winds, and it was “200% better than the first leg.”

Her morale began to build as she began to calculate that even after starting seven days late,' if she could just make up three days she could win the women’s cup. This spurred her on until she was four days out of Antigua.

At that point, the question “why?” set

MIN I-TRAN SAT finished second,” she says.

So while Norton is denying that he will enter the singlehanded TransPac this year, Amy is looking forward to it.

She realizes that she won’t be a threat as first to finish, but she thinks she has a hell of a chance to win overall with her Wilderness 22 rating 222. You certainly can’t count her out, she’ll be going into the race with perhaps more singlehanded experience than anyone.

For some people that race seemed to give them all the singlehanding they want. Brigit Aubrey and Jacques De Reuk for example, met in Tenerife, and by the time they got to Antigua, they had announced their marriage.

Doublehanders from now on, we suppose. Norton Smith seems to be another who has had enough for a while. While some friends don’t believe he’ll be able to resist the attraction of singlehanding to Hawaii, he’s told us American Express is for sale, as is, in Antigua for $21,500. If you’d like a well-found rocket ship and a chance to prove you’ve got the stuff of a champion, call us and we’ll put you in touch with one.

— latitude 38 in, and she simply stopped trying. It was later that day Amy spotted her first boat in 16 days, a 65-ft. Swedish ketch with a crew of nine aboard. They gave her a standing ovation when they discovered she was alone, encouraged her, and she continued with renewed competitive drive. Amy made up those 3 days, with a little to spare, taking the Women’s Cup. She also became the youngest woman to singlehand the Atlantic.

Amy had entered the Mini-Transat without fully appreciating what she was getting into. Yet, she also entered without realizing how strong her willpower and her competitive drive was. Amy says she gained a feeling of inner peace after finishing the race. A peace besmirched by a feeling she could have done much better had she been prepared, had her shrouds not broken, and had she not turned back to Tenerife. “I really think I could have Page 65

Norton Smith, won not only the Mini-Transat, but both legs of that race. In 1978 Norton won the §inglehanded TransPac.

norton’s log CALIFORNIA It’s Friday, two days before I leave for England. I’ve been to Monterey to get some climatology information from Bill Clune. I think I had a pretty good idea of what I was up against before. His information showed there was more wind in the Bay of Biscay than I had thought, although more of it would be favorable than I had anticipated. A lot of fairly strong winds out of the west and northwest and occasionally southwest. Not nearly as much out of the south and the southeast.

We talked about a lot of things, including secondary fronts, his comment being that once the primary disturbance had pushed the high out of the way, the secondary low will come in south of the primary one, and often intensify very quickly. That’s something I knew, I just got a better picture of it. We talked about easterly waves, also I got a better view there of what the cause is. It’s an event caused by two highs in proximity. Anyway, we had a good day, a little more information was added.

I’ve got all the parts that I sought to get, the snap shackles, and stopped by Wylies and got the piece drilled out for the pole release. I got my sewing kit, got the battens made, got some more food. I’ll probably be overstocked with food as usual, but it doesn’t weigh much — at lease the freeze dried stuff doesn’t weigh much.

This last week has kind of been fun, running around doing all the legal stuff and accounting business to get my act together. Perhaps it’s only fun because it’s a different game from the one I was playing the week before. I’ve enjoyed setting up appointments and getting things done and coming home with my hands clean, having either made or lost the money that was involved. Playing businessman in short.

I finished up the somewhat grizzly business of getting a will filled out and all signed. As Haden said, I hope that will insure my long life. It is a reality I don’t really think I faced very well before.

I think I’m a lot more aware of the danger that is involved in this race than is involved in the TransPac. Maybe partly because of the pschological fear of England or the Bay of Biscay . . . it’s reputation. I’m taking a more sober view of the whole race. In the TransPac I felt as though I took off from the dock like I was going on a daysail and that there was no danger and that I’d just end up in Hawaii in two weeks. This

time I’m really aware that there is a significant chance that I won’t make it. That makes me think twice about doing it. It also creates a lump in my stomach.

I think I’ve grown up a little in the last year. Life is important to me now, just in and of itself. When I left for Hawaii I felt the race was more important than my safety. I guess that’s just a process of becoming more conservative, but it’s also a process of increasing self-esteem.

I still feel really confident about the race, though. I feel I am going to win, and all those Frenchmen better get out of the way. I’ve got too much time, money and ego invested in this ... to blow it. I’m not sure how I’m going to go about winning, but ... I feel I’m just not going to make all the mistakes I made in the past. Like sailing down the coast, I know what happens when you go in too close. I have a better understanding of how a low pressure over a valley can spread out over the water. [Norton is referring to the MORA Long Distance Race.] I feel as though I’ve got to be as fast as the fastest two or three boats in the race when I’m steering. And, probably faster than most when the boat is on autopilot. I think between the Alpha Marine Autopilot and a couple of modifications to the Navik vane, and basically having a very controllable boat, I’ve got to be in good shape.

The only place I may be falling down is that maybe my body isn’t in as good shape as some; in particular that I need more sleep than most people. There is probably some Frenchman out there, I shouldn’t use the French as an example, I suppose, but there probably is some wired Frenchman who can exist on two or three hours sleep a night. If he puts his time to good use and can keep his boat going that much faster, he’ll be in real good shape.

The general synthesis of the route so far looks like it would be good to leave England pretty much on the rhumb line, wind permitting, and take the offshore tack. In the event a low pressure system comes through, tack back as soon as it’s past. If there are no fronts, then we’ll probably pass at least a hundred miles off Cape Finisterre on the rhumb line and then turn the corner for the Canaries.

- On the next leg, for lack of any other evidence, it seems you just take a dogleg down to about 20 degrees north. That would more or less be the same route as San Francisco to Hawaii.

norton’s log ENGLAND I’m sitting here in Dale Flats with a good strong westerly blowing, thinking about leaving tomorrow, going straight down to Penzance. Two legs are out of the way, and nothing major happened on either of them. There was a lot of frustration getting out of Liverpool, the big city and the hassles of not knowing what was out there, and being really anxious to get started. But once we got going we ran into a flat calm which was appropriate. The main excitment on that trip was dodging all the freighters because there’s a lot of traffic coming up to Liverpool.

Hollyhead was really nice, and I spent a couple of days there hiking around the hills. I haven’t done as much hiking here as I’d wanted, but I guess I’ll have to wait till later. It seems like there’s lots of pretty hiking spots in England. No lack of green fields and rolling hills.

On the leg from Hollyhead to Milford Haven, I left in the last of a southerly, was becalmed for a couple of hours, and then picked up a strong northerly. I ran with just the jib. A lot of sailing and a lot of work, but I wasn’t nearly as tired as the leg to Hollyhead. It put me in touch with how hard it’s going to be trying to sail this thing downwind when there is any breeze. I almost hope for lighter air a lot of the time because the boat is still a dinghy, and to keep it planing is a lot of work.

Anyway, Milford Haven is another dump as far as I can tell, having driven through there on a bus and tried to sail by. But Dale Flats, it’s pretty! Three little buildings, a hotel, and a bar.

Big marine store. I spent the first hour here aground. I came in and forgot to add daylight savings time to the tide table and figured I had enough water under me. With a 30 foot drop in tides, it doesn’t take a whole lot, percentage-wise, to make a couple of feet difference, so I went aground.

I’ve been listening to tapes today, feeling very domestic working on the boat, patching up little bits of wiring and bolting on the pole release mechanism. Actually, things look pretty well organized, certainly a whole lot better organized than the Santa Cruz 27 ever was before I went to Hawaii.

Living on the boat and sailing it in 100 mile legs down the coast is putting this whole trip into perspective, of it just being another 15 days of daytrips strung in a row. That 'is exactly what I felt going to Hawaii, but I’ve lost sight of that perspective in the grand project of ‘Oh god, I’m going to cross the Page 67

Atlantic, that’s a big thing.’ Well sure, but you can only sail it 150 or 200 miles at a time, and that’s just about the length of the legs I’m making coming down the coast here.

It’s certainly nice not being pressured, I can’t believe that I’ve got all this extra time. I think the boat’s going to be in Penzance and ready well before it’s time to take off.

Today it’s just a beautiful sail with winds out of the northwest with winds blowing about 15 and doing about 6V2 knots headed for Penzance. I had time to get the boat in a little better shape so I feel confident about it; the only problem is my body. It feels like it’s gradually deteriorating. Even though it’s not rough today, I’m feeling seasick and have no initiative to do anything. I’m taking fewer vitamins, but it doesn’t seem to have any effect. The'only thing that seems to be able to help is to get out and run every day, and I just can’t do that on the boat. I’m coming to the conclusion that the only thing to do for the crossing is just to give up on the pills entirely and eat salads. [Editor’s note: Before, during, and after the race, Norton has been feeling “fuzzy, like I’ve got a hangover,” when he makes remarks about feeling poorly, this is usually what he is referring to.]

PENZANCE It’s 7:30 on September 28th, th£ night before the start of the race. Everybody’s been running around like chickens with their heads cut off, or at least most everybody. There’s a few people sitting around calmly, mostly in the bar. There are actually boats that are locked up and the owners have gone somewhere else. As usual the late people are late, Bob Salmon is still rigging his boat: On the whole/1 feel pretty well prepared. Not quite as prepared as I thought I was this morning, when it seemed like everyone came down at once. The Customs came down, and the Inspectors, then the person from Navik came by and I was busy with him. He gave me a bunch of spare parts, and that was really nice. I would try stowing food and somebody would come by and want to see the sails — it was a total zoo.

Ever since I stopped taking the yeast pills I do feel quite a bit better. I had one six-mile run, and then I hiked and ran out to Land’s End in four hours which John said was about an 8 hour walk. Although I’m really burned out tonight, I feel like my body is in hand.

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---—-PHOTO BY ENDA PADRAIG O'COINEEN

As far as the other competitors, I’m just not sure that there’s any . . . there’s going to be some good competition, but I think there is none who has any decided advantage over me.

I guess we’ll find out tommorrow at 11 ;00 how the boat speed measures up.

I’m really looking forward to getting on with this, I’ve done enough preparation. In between the anxiety attacks, I really am excited about the race. The trouble yesterday was the excitement; today it’s the anxiety. > The weather briefing, as I would expect, was somewhat incomplete. The guy who gave the talk had a whole bunch of charts he kept getting disorganized. On the whole it was as good as can be expected except that they didn’t have anything to hand out and his charts weren’t big enough to see from a distance. So, there was a mad rush to poke your head in and elbow your way to see them at the table.

Then Bob Salmon got up and gave his talk and forgot to mention a few things like what time the radio check-in would be each day, although I have very little faith in that sort of thing. I don’t think I’m going to be sitting around listening to the radio very often.

Tonight the winds are, I’d say 15 knots at least, out of the

northeast, and it’s supposed to gradually decrease as the high moves away and veer to the south. I suppose if it’s going to be light we might as well have it as a beat; it would be a lot more comfortable than trying to run into light air. I suppose in a way I’m just glad it’s not a gale, at least not at the start. Maybe a little bad weather will be allright once I get my sea legs, but a gentle transition would be nifce.

THE FIRST LEG It’s 8:05 p.m., British summertime, on the 29th of September, the first day of the race. Aside from a few hassles in getting out of the harbor, getting my sea legs, realizing it’s o.k. for the wind to blow 20 knots and have to go upwind for a mile or two, it’s been really good.

I got a good start on the pin end of the line, right next to another boat. We were the only two boats on the line at the gun with Amy close behind, having followed me around. It took only a couple of hundred yards to pass the other boat, then I was in the lead and pretty much, well, it seemed like I’ve just kept gaining and gaining ever since the start. Once I got the ballast tank pumped up and the boat moving, I seem’ ed to have excellent speed. There were a couple of big boats

norton’s log that looked like they were trying to catch me, but 1 couldn’t really tell. In any case, they never did.

And so I’m off; after about 2 hours I was out of sight of the fleet. In the first 6 hours I covered 48 miles on a heading of 225. I started the race with a reefed 110 and two reefs in the main. I got a little too close to shore and took one reef out and then had to put it back in when I got back in the wind. By that time, we were reaching so I didn’t have to reef the jib again.

I had one moment of panic when I got to a buoy because everybody seemed to be leaving it to starboard. I thought it might be a mark on the course, so I thrashed around and tried to read the course instructions and it said ‘By any route to Tenerife.’ So I left it to port; later a couple of other people did also.

The boat seemed to go much better with the ballast tank full and more sail area. I tried pumping it out and reducing sail to see if I could get it planing more easily, but it didn’t work. It actually planes better with one tank full and carrying as much sail as possible. So, one I got back to the full main and the full 110, the boat was averaging 8V2 knots, with the wind just forward of the beam, so I can’t complain about that.

Now the wind has continued to come forward and get lighter and I’m back to the main with the flattener because the autopilot was having a little trouble. The Navik wasn’t steering well, so I put it up. All I can say is ‘thank god for the autopilot,’ ] hope it works and continues to work.

I’ve seen three ships and a couple of trawlers or maybe two ships and three trawlers, so I’m standing 20 minute watches right now.

It’s 1:10 a.m. on the 30th and I’m back down to a reefed main and the 110, and moving at 6.3 knots, with 6 on the minimum side. The wind’s come forward and picked up a little bit. It’s still hazy, but you can still see a few stars. On the windvane for this upwind work, and it works quite a bit betterthan the autopilot. At least it can follow all the little shifts it does seem to have a little trouble adjusting to varying weather helms. I kinda wish I’d bought that electric trimmer, it seems like a neat gadget, because I can do practically everything else from inside the boat.

It’s 7:30 in the morning on the 30th. The winds came around and I’m close-hauled on port tack, beating into 10 or 12 knots of wind, averaging about 5 or 51/4 knots, which is a lot better than I was doing last night. I seem to be having a lot of trouble getting the boat going. It seems very simple in the morning daylight to see what I was doing wrong, but last night I was having trouble getting five knots out of it. This morning, I just tightened up the tiller line, readjusted the vane a little bit, moved the traveller down and tightened the backstay, and that was it.

I’ll have to get more sensitive to those things at night. I suppose it only cost me a couple of miles, the difference between a quarter and half a knot for five miles, but still that could be significant.

Page 69

I heard a big freighter come across my bow this morning even before the radar detector picked it up and before I could see it. I swear, it must have been painted pink to match the dawn. It’s now in sight however, crossing my starboard quarter, heading north.

It was really good talking to Amy last night; I’m glad I got to say a few words to her. I missed not making it to the shore in time to say my goodbyes. Partly that and I suppose partly not having anybody to say goodbye to who wasn’t going on the race. Actually, it made the start much less traumatic than the start of the TransPac. It wasn’t like sailing out the Gate and leaving my home and friends. This was just sailing off with a bunch of friends to Antigua.

This radar detector is really great, it doesn’t get confused — well, even if it does, it tells you if there is something out there. \ Right now it’s alternating between having a ship on port bow, starboard bow, and starboard quarter. Although it seems to have settled on the fact that its on the starboard beam, which is where, in fact, it is. Oh yes, I see the problem, there are two ships out there! One on starboard quarter and one off the starboard bow.

Back to Amy. I tried to reach her on the radio this morning, but there was no answer. Either she was out of range or just asleep. I have a feeling she may be out of range.

The day started out warm and cloudy on port tack with 10 to 12 knots of winds. Since then we’ve passed through some sort of small front and the wind came up. I went on deck and reefed everything down. By the time I got it reefed I discovered we were heading northwest, so I tacked and headed back on starboard. By the time I got the water pumped over, the squall had gone by and the winds lightened up, so I had to unreef everything. In the process of unreefing, the jib halyard parted at the wire to rope splice. After kicking myself for a while, I realized the only thing to do was to reeve a new halyard, after just having taken one out a couple of days ago.

Anyway, I got a new halyard in, got underway and had a delightful afternoon sail. Clear blue sky. Now it’s getting lighter and lighter and lighter, and there is a miserable sea left over, as you can probably hear in the background. The boat seems to be pounding a lot worse now than it ever was when the wind was blowing. Plus, we’re down to a discouraging 4 knots. 1 guess I’ll have to come up with something; if it gets any lighter I guess we’ll have to try the Santa Cruz 27 genoa.

I still have my ‘second-day-out-queasiness which isn’t adding to the enjoyment. It’s fine on deck, but I haven’t had too much time to spend on deck between sleeping, eating, and navigating.

I did pass through a big flock of sheerwaters, I think they were. I’ll have to look them up to he sure. They were kind of funny because they wouldn’t fly out of the way, they just kept flying ahead as I approached them and then landed directly ahead of me. So for the space of a mile, the whole boat was

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norton’s log surrounded by birds taking off and landing.

Just went on deck and glared at the knotmeter until it went up to 5.2. But it doesn’t seem to have lasted because even as I was crawling below it went back to 5.1. That’s not too bad I guess.

A vote of praise for the DAD and my digital alarm wristwatch that I can set to go off every half hour. I think between the two of them, they really help. Although, I can see why the OSTAR contestants look so haggard by the time they get to the other side of this ocean, getting to sleep in half and hour or less batches.

A vote of no-confidence for the adjustable rudder bearings which have worked loose already. Anyway, if I can sleep through the clanking of the rudder I think I’m going to boil up some lentils and millet and carrots and get to sleep. I’ll try adjusting the rudder tomorrow.

I just had a good scare [evident in his voice]. I was crawling in my bunk and I heard what I though was voices. I said ‘no, that’s just the lines on the Navik sqeaking like they always do.’

But it got louder and I jumped up and heck, there’s this fishing boat trolling a bunch of lines about 50 feet off my stern. It sounded like he yelled ‘good sailing’ or something, then he immediately turned around and went the other way. I guess he saw me and came over to investigate.

It’s still unnerving to have him sneak up like that, especially since I had been out in the cockpit five minutes before and hadn’t seen him. I think I’ve become a little overconfident about ships since'the radar detector works so well, so I know immediately if a big vessel is around. I hadn’t expected a small fishing boat this far out.

feathered up, and I couldn’t even tell the wind had come up from 3 to 8 knots. Now I got the ballast tank pumped up and the wind vane is steering reasonably.

What a beautiful day, I hope heading west is the right way to go. I guess it would get me to the Caribbean faster but . . .

There’s 8 knots of wind and a big swell coming in from the west, which makes it very hard for the windvane which feathers up on the front side of the wave and then can’t fall off on the crest fast enough. So, it ends up luffing. I have to steer or set it to steer five degrees or so below course. '

Well, it’s another fine sunny day. Or at least it is for this part of the day, it was a little cloudy this morning. I’ve been playing fix-it. I tried the vane, but because of the swells I was steering most of the morning. Then put on the autopilot cause the vane didn’t seem to be able to handle it. I found that it seemed to be doing the same thing it did when it broke last time.

After being pissed off for a while I finally took the autopilot apart and licked off all the, circuit boards to make sure there wasn’t any salt on them. It had seemed like a gradual short.

You’d set the course and it just kept steering back and forth, but gradually keep turning to the right. Anyway, I licked it off, put it back together, and it gradually turned left. So, I figured it wasn’t that. I opened up my food storage box and found that a can of butane had rolled over against the compass.

Feeling like a real dummy I moved the can of butane. Now it’s ok.

I crawled back to look at the rudder post and found that the bolts haven’t actually moved, so they must have either worn or it wasn’t tight when I sealed them last time. I suppose both are possibilities. Anyway, it’s not serious, and it’s not leaking. >

I just had an amusing aside. I poked my head on deck to look around after having that last surprise, and swore that there was a white sand beach off to port. It sort of came and went with the waves. I figured it had something to do with the waves, but it was convincing enough to make me check the charts again. Turns out there was a clear patch off to leeward and it was just the moon shining on the waves.

I thought I was all clear of the shipping lanes but here at 10:00 I’ve got four ships in sight going in four different directions. The radar alarm is going crazy. It’s started going off and I looked up and saw one crossing my bow headed northeast. I went below and it went off again, and I saw another one going straight up the coast. Then it was still going off and there are two more astern. I don’t know where they’re all going. #

It’s.7:35 in the morning on the 1st. I’ve come 260 miles.

The last few hours of it not even in the right direction. So much for our hopes of a real fast passage.

I’ve realized I can’t be so lazy about keeping the boat going at night. I don’t know how long I had this wind shift before I realized it. The windvane was set for superlight stuff, and just Page 71

OCTOBER 2, 1979 It’s six minutes after 8:00 on the 2nd. Today’s a reject; I think I’m going back to bed. We’re beating, if that’s what you call it. It’s more like crashing and thrashing, with two reefs in the main and the storm jib, into a really confused sea that just doesn’t give the boat half a chance. Waves come from about three different directions, but you can’t see them because of the rain.

So much for the crisp north westerlies. It’s all gray this morning, the winds about 4 knots, somewhere between the east and northwest, kind of battling back and forth. Most of it has been close reaching so I’ve got the SC 27 genoa hanked on and tacked on to the end of the pole, which is fine except for jibing it, which seems to be more of a hassle than it’s worth.

There’s a dove that’s been1 sitting on the spinnaker pole all morning, looking forlorn in the rain, ducking every time the sail collapses.

The first third of the trip seemed pretty fast, but at this rate it

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norton’s log seems like its going to take a while. Averaging three knots.

It’s turning into a nice day for going nowhere, the sun comes out every once in a while. I still have the Santa Cruz jib up with the tack at the end of the pole, which is fine, except that it’s almost impossible to jibe from reach to reach, which is exactly what I’ve been doing all day. I’m getting very frustrated about it, not to mention the poor dove, when I come clomping and stomping forward, carrying on, swearing at the tangled mess of lines. All he can do is flit off around the mast and hope I get done before he get tired and has to land again. Finally he took up residence on the solar panel. I’m afraid to shoo him off there, even though he’s killing the output of one panel.

I’m also getting frustrated because I can’t seem to get my sights to work out. I keep pushing the wrong button on the calculator or something — although I had started by looking up the wrong day in the almanac. So, generally I think it’s time to take a break or something.

It’s 4:30 a.m. on the 4th and I’m running along sitting out here on deck, watching the genoa because another squall came by with its inevitable shift, which brought the wind forward on starboard where I’ve had the jib poled out since yesterday in a squall. The squall passed me on the other side, so I had to jibe, and in the process of the jibe the jib unfurled itself and got all fouled up, so I put the tack back on the bow and the clew back on the pole, which is fine for running, but not much else.

On the whole there are fewer and fewer squalls and the weather is more settled, which is kind of nice. Also the wind has picked up alittle, so it looks like it could be a reasonably fast trip anyhow.

Well, it’s 3:55 on the 4th. The wind has gotten really light again. When I first got up it was a halfway decent breeze on the starboard beam so I reversed the tack and clew on the genoa again. No sooner did I get it out there then the wind came dead and went really light. Anyway, I’ll probably put the spinnaker up pretty soon and try that.

The dove is gone, and I’m really sorry to see him gone. But he definitely will be much happier on land. He didn’t look very content trying to balance on a stainless steel pulpit, as the boat was rolling back and forth, ducking the genoa as it flapped. Probably as soon as he’s got a good view of the stars he’ll be able to figure out where he is, although I would have felt better if I could have seen which way he took off.

What a change. This morning I was running with bright sun and just a pair of shorts on. Now everything is battened down, with a double reefed main and a reefed jib; we’re beating into a southerly on a port tack. Same old stuff. I hope this one doesn’t last too long, I’m getting kind of tired of it.

The barometer hasn’t fallen too much, so maybe it won’t be Page 73

that severe. It doesn’t look like it from the clouds, it looks just enough to be a nuisance . . . and hard on the butt! [The boat is easily heard slamming.]

Also the mastboot has developed a leak so I’ve got a little more water below than usual. I still haven’t figured out where I am today. I did something wrong with the sights and then got involved with the reefing. Right now I don’t really care, I’ll start all over tommorrow.

What a mess, and it’s only 11:10. [Constantly slamming.] I was on deck ... I think I’ll just give up on predicting the weather. The barometer is down to 1004 now, which isn’t all that low. But it sure is howling. I’m down to 4 reefs in the main, and was about to reef the storm jib when the port lower shroud broke. Luckily the mast stayed up. I got the storm jib down and tacked and realized I was heading due east and probably going as fast as the storm, with my luck, so I rigged all my halyards to the other side and tried jibing around. The mast looks pretty good actually as long as nothing wears or chafes.

So I’ve got the main with 4 reefs up, and am semi hove-to, moving at just a couple of knots.

It’s 10:20 on the morning of the 5th and the only thing good I have to say about last night is that I still have the rig, and that everything more or less ended about 2 in the morning.

I can’t really tell what it’s going to do today. It started out looking nice and clear but there’s a lot of clouds over to the west. As you can probably hear I’m still beating, [you can hear] on starboard tack.

I haven’t fixed the shroud, and I haven’t really figured out how I’m going to fix it. Right now is no time to try. Hopefully it will get calmer before I have to tack again or at least maybe the waves will go down. These waves are ridiculous! There is a big swell coming in from the west; and the fairly large waves leftover from last night from the south; then more wind waves from this morning coming out of the southwest. The whole thing is enough to puke a buzzard. The boat’s just bouncing around, so for breakfast this morning I’ll inadvertently have scrambled eggs. I can’t figure out how else to cook them.

Well, I worked out a fix, and we’re past the crease in the chart, and over the hump. There’s 740 miles to go. Now I can start looking at the Canaries instead of England and France, and start counting'down instead of counting up.

It’s 10:45 p.m. and a major squall just came through with lots of wind and rain and all that. Now we’re slatting about waiting for the new wind. This changeable weather certainly makes for a different kind of sailing than the trip to Hawaii.

Whatever it is now, it seems in 20 minutes it’s going to be something different.

I’ve stopped using the Navik because it’s so much of a hassle to keep adjusting it to the different wind velocities. The direction didn’t seem to change enough to matter a whole lot,

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norton’s log but the velocity does, and everytime it changed I’d have to adjust it for a different amount of weather helm. So, I just put the electronic gadget on and now all I have to do is play with the sheets and pump the water ballast in and out. I also think it steers a straighter course.

All day I’ve been impressed with how big the seas are, I guess left over from the storm last night. But now that the wind has died, I’m really impressed with the waves that we made from just the wind. It just didn’t seem that it was blowing that hard today.

While I’m sitting here waiting for the wind to come up — cause I know as soon as I go to bed it’s going to come up — I was working out the mileage left.

I decided that we have 700 miles to go, just a little more than IV2 times the San Diego Race.

Well, this is now evening on the 6th. I haven’t had much of a chance to keep track of anything. Last night was a succession of squalls coming through, each with the same pattern.

Although having the autopilot on helped a little, and it helped an amazing amount just twisting off the main, I still had to get up and do something.

I also put three sheets on the jib. I put one to the clew, one to the reef clew, and then rigged a barber haul. Between them I had a lot better control of the sail shape; it’s too bad it’s not legal normally.

Today has turned into a real nice day, no real squalls although a front did pass through. The complaint today is the swells, they are huge, coming in from the west, causing at least a 30 to 40 degree windshift at the crest, and doubling the velocity. It makes it difficult to steer and I finally gave up on the autopilot cause it kept being caught aback at the crest of the waves. I put the Navik on, and it’s doing real well, doing 6 knots. With me steering I was getting 6V2; with the Navik maybe 6V4; but it steers a more circuituous course. At any rate, I needed a break.

We seemed to be passing through the shipping lanes for Gibralter. I passed three different ships, two tramp steamers and one tanker named Pasadena, which I called up on the radio, hoping they could report me to Lloyds as per the race instructions. They said they were sorry but they were just a simple Portuguese ship and they didn’t have that kind of radio equipment.

HALF WAY TO TENERIFE We have passed the 600 mile mark, and the 2/3s of the way to Tenerife mark today; both/najor milestones, although it still seems a long way. The closer I get, the longer each day seems to take. Not to experience it, but to think about it. Actually, today has gone fairly fast, but the thought of four or five more of them seems to me like a lot of days. If I keep up this speed, it’s going to be fairly fast passage as long as I or the boat don’t fall apart. Even reaching, it’s sure uncomfortable with all this jerking, net fit for human habitation.

Page 75

The rest of the evening went like this: I was making salad dressing when the Navik broke, rolled to windward and spilled dressing all over everything; it makes the floor slippery as — well, I can’t even figure out what, but it’s impossible to stand up. Meanwhile, the wind has come ahead and gotten lighter and that makes the swell seem worse, and I can’t get the lights to work.

DAMN THESE SWELLS!! THEY JUST DON’T LET UP! The boat gets knocked flat in the trough and then tries to round up in the crest and gets caught a back. So, one minute you’re thrown to one side, the next you’re thrown to the other. The steering vane just whips around like crazy and the boat doesn’t go anywhere. Plus, the wind is out of the south, so at best I’m only heading within 45 degrees of where I want to go.

Just after dawn this morning, this is the 7th, I talked to the British lines Glenheim, which was kind of a treat. Somebody actually knew about the race, and had talked to some of the. other boats, particularly Amy, who they passed yestcrdjf*' afternoon sometime. It sounded like fairly early yesterday afternoon, but at least she’s o.k. and is still going in the right direction. Evidently she was lost, or at least couldn’t get her sight to work out.

They gave me the scoop on the weather. There is a big depression stuck off Ireland, with a trough running the whole coast of Europe. That pretty much makes sense, but it doesn’t help me with which way to tack at the moment. I think probably where I’m going is the right direction, although the swells, I think I’m going to have to steer most of the day.

I got the mast alj trussed up so it seems it might stay in the boat as long as we don’t get any bad weather. Well, maybe as long as we don’t get any good weather — I’m not sure what this is. The weather is fine, a nice moderate breeze, only in the wrong direction. The swells are atrocious.

It’s 3:30 on the 7th and I’m down to a main and reef in the jib and we’re passing through some sort of depression. We close hauled on a port tack, same old stuff, although I’m heading a little bit closer to where I want to go. Still, it’s getting old. .* I’m not sure what it is about a boat, but it seems to be akin to Richard’s First Law of Hooks, you know; a hook will always hook onto things you don’t want it to hook on and never stay hooked to what you want it to stay hooked to. It goes along with lines, particularly on this boat. Whatever line you want to release is bound to be the one you are standing on.

It’s 7:30 p.m. on the 7th. It’s getting to be quite enough beating back on starboard tack, close-hauled, heading about 180 with a reefed main and a reef in the jib. Pounding along, doing 5V4 knots.

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norton’s log When we’re not luffing, we’re almost head to wind on the crest of a swell. The swell seems like they are not necessarily getting smaller, but it seems that there are fewer of them. I can’t quite figure that out. The boat goes along fine for four or five minutes and then its a series of swells from the northwest that throws everything off.

The radar reflector came loose from the spreader today, and was just hanging loose by the two pieces of line to the shrouds. I always figured it was going to be the other way around. That the nicro press loop onto the spreader, which is pop riveted and all, was going to stay there. But that’s what gave out.

We should have passed the 2/3’s mark today — JESUS! — [wave slams against the hull] but I couldn’t take a sight cause of the front I passed through. There wasn’t much wind, but there was a fair amount of rain and the usual windshifts.

The barometer is still low, ['thought it would come up after that front, but it didn’t. It’s still down, perhaps even lower than when the front went through, down to 1002. I hope that doesn’t mean anything too serious.

It’s not even one in the morning yet, and we’ve already got the storm for the 8th. This one seems to be a little more serious, I can’t . . . well, I’m already down to the storm jib and three reefs in the main, thinking about the 4th reef. I’ve tacked to the west. This one came on with more of a drop in the barometer and looks like it is part of a larger system.

This is the same tack where I broke the shroud a couple of days ago, so I think I’m going to take it a little easier. I really don’t believe the weather systems around here, it’s just, well, it’s been what, only eight hours since the last weather system came through. You need a little more rest in between them.

The barometer is up to 1004,1 don’t know if that represents a real rise or if that’s just because we tacked. It’s on the high side of the boat. »

It’s now 3:00 and we took the storm jib off, and we’re down to just a 4th reef in the main, doing about 4V4 knots on a course of 280, which isn’t very helpful. I suppose on the theory of getting west of the front, it’s o.k. All the other fronts have petered out at just about this point when we head 280 or 290, so I’m hopeful that this will do the same. Although the barometer is showing no signs of improving. Maybe these last few gusts that have encouraged me to take the storm jib off will have been it’s climax.

It’s 8:37 on the morning of the 8th and we’re pounding along on starboard again, close-reaching and not beating, after the front passed. The barometer is rising and we didn’t get run down by a tanker which I just couldn’t see for the waves. The radar detector didn’t see it until it was just a few hundred yards away.

We still have a mast, although the starboard shroud gave out this time. It was right after I tacked after the center of the Page 77

4

front had passed, so I was undercanvassed with three reefs in the main and small jib in just 15 knots of wind, doing about 3 knots. So that certainly wasn’t my fault, I guess it’s just the gradual fatigue of the mast trying to pump forward and the shroud trying to hold it back with an insufficient angle to do an effective job.

I just hope that was the last one, I don’t think that the boat or me can hold out for much longer.

It’s 11:04 and it looks like it’s going to turn into a clear day although the seas are still huge. Now I’m scared to carry any more sail because I’m afraid I’m going to break something else — I can’t jury rig in half an hour.

The barometer has reluctantly risen a little bit.

It’s 5:35 on the 8th. I feel a lot more human, 1 . . . the wind came back 10 degrees, I mean you have to be thankful for little things. It gave me a chance to take a freshwater bath on deck and put on some dry . . . well underwear, I haven’t got much further than that. But that’s a start. The only thing that will never get dry are my boots.

The wind ^eems to be shifting forward so I’ve got to go readjust things. It was a nice respite, however, while it lasted, to see the boom out to the lifeline for once.

We’re just about down to the, well, yeah, about now we’re at the 400 miles to go mark, which is in one sense is almost there and in another, it’s still, well if it’s a beat or calm; it’s still a long way.

The barometer had been up to 1008, but maybe that’s just the evening coming on, I hope so anyway.

I’m settling down for the evening, the sun having gone down in a blaze of ugly orange of high circus, so I put a reef in the jib now. Hopefully that will prevent anything from blowing up. I figure with my luck, we’ll get another front tonight; that will be 6 in 9 days.

There’s quite a bit of oil on the water around here, I’ve got it all over the sails and on deck, it’s going to be a mess to clean up when I get into shore. So far it’s a pretty nice night. There’s a thunderstorm to leeward, I can see the lightning, although the thunderstorm has missed me.

I just reset the vane to steer on course; it took a while to get used to it, but it steers pretty well. It’s just that setting it up takes a while. Yoy’ve go to trim the sails, then reset the vane because the helm might have changed, and then back to the sail again. You do that circuit two or three times, gradually narrowing down the course till you get things going in the right direction.

It’s 5:15 and on the 9th and most of that system of squalls has seemed to have passed to either side. I didn’t even get wet, the first positive thing that has happened in a while. The wind has come aft, during the squalls and is working it’s way

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norton’s log forward, but still it’s a close reach. The boom is over the rail.

I put the autopilot on for a while because the wind was light and the vane wasn’t working too well. Recently the autopilot, ; I don’t know if the course has changed or it’s the swells, but it has gone absolutely bananas, steering from lock to lock on either side. It’s steering within a 90 degree course, which seems excessive, I hope it’s not broken.

I gave the water bag it’s inaugural test, with notable lack of i success. After some hassle hooking it up, which was my problem from having not done it except in the harbor, I found that it can only be filled about halfway because most of it would run over when the boat heeled a little. And then the remaining ten gallons lasted about 10 minutes before it sloshed out from the fore and aft rocking. Meanwhile I couldn’t really detect any change in boat speed. We’d been doing between 7 and 7V* without the bag and put the bag out there and the best I did was between 63A and 7. But the wind was a little lighter so. . . it seems like a good idea, but I don’t know.

I think I was a little suspicious of the idea ever since Tom Wylie showed up at the boat one day with a five gallon bucket and 150 lbs. of lead he wanted to hang on the boom. It seemed that was a little hairy, even on the bay, and we really |i haven’t refined the process much since then. I think the lead ! machine on track might really be a hot deal, but that’s not j gonig to happen this race.

Well, I checked out all the connections on the autopilot, ; and the obvious things look fine. There is some moisture in j; the tube leading out of the motor housing, so I think that’s the ; next place to look. It would really be nice to have right now, because I spent an hour with the vane trying to get it to steer.

It’s steering more or less now that the winds gone down a bit. ; We’re oscillating through about 20 degrees on each side of the course averaging about 7 knots on a beam reach. We’ve j only jibed once, which isn’t saying much since we’re on a 1 beam reach.

Today when I was half asleep it seemed as if all the noises onboard the boat have taken on a more personal sound, like i voices or, well, I woke up and thought I heard someone belch and realized it was the water sloshing in the water tank, i Another favorite is the creaking of the block on the running backstay — that sounds like voices a lot.

I was thinking back on talking to the officer on the passenger liner, and how I really enjoyed that. Normally I don’t think I’ve been aware of missing people or being ‘alone’ as such. It’s just part of the whole experience of being out here, which is so alien to anything I’m used to on shore, that it seems quite natural that there wouldn’t be any people around. I mean the much more immediate hassles of finding :1a comfortable place to sleep on a wet bunk, getting up every hour to check to the steering vane, and that kind of thing generally has taken precedence over missing companionship.

Since all those things that I miss on shore. — comforts and Page 79

food and a place that doesn’t move and bounce around and make noises all the time — people are just one aspect of that whole environment that I’m not part of right now. I think it takes somewhat longer to appreciate the . . . that it’s a major part. I suppose partly because the lack is more subtle than something blatant like sleep.

I really like the rig I’ve got up now, it seems like one of the more effective uses of spinnaker pole and roller furling gear. I put the roller furler out on the end of the spinnaker pole which puts it about three feet in front of the bow, and put my Santa Cruz jib on that, the 162. So that works well, in moderate air anyway, for close reaching all the way around to broad reaching or running if you extend the pole another 4 or 5 feet. The only problem with running, I wouldn’t want to do that in heavy air, it gets the pole too close to the water. Right now it seems like a very effective sail for close reaching.

It’s one in the morning on the 10th and it’s gotten really light, down to 3.8 knots. I pumped the water to leeward and took the weight off the Navik, all the light air things. The barometer is going up, but it’s only up to normal so I don’t know. It doesn’t seem like we could be in the middle of the high. I suppose it could be' a local thing, hopefully due to these clouds and will pass away.

It’s 3:30 in the morning and I just can’t figure out why all the windshifts and squalls and such have come in the middle of the night on this trip. I think I would order a rescheduling next time, or at least a fair distribution. It’s still light and flukey with the iwnd changing all the time, so I’m pumping ballast back and forth, adjusting the Navik and not getting a lot of sleep. i It’suh, 2:45 on the 10th. Last night was frustrating light airs, with squalls coming through most of them pretty harmless, except for the windshifts they brought and the difficulty of getting the Navik to steer reasonably downwind. I spotted the Selvege Islands, which was neat. Landfall! and all that. But it turned out they were on the wrong side of the boat, which agreed with my sight, which means the Navik sneaked up a lot during the night. It puts me 5 or 6 miles west of my course line, which I guess isn’t all that far, but it means that now I’ve got to run off even further downwind, which makes it even more difficult to steer.

A

It’s about 10:10 on the, well no it’s not, it’s 7:43 on the 10th. I’m about 90 miles out of Point Agada on Tenerife, broad reaching at about six knots with the big genoa tack still on the pole. The Navik is wandering all over the ocean which is extremely frustrating. As soon as we get over six knots it can’t handle it at all, it starts,doing these swoops and big bounding leaps until it ends up off course somewhere. I guess it’s not blowing hard enough to really wreck anything, but it’s still frustrating. I sure hope the autopilot gets fixed in time for

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norton’s log the main crossing, because this would drive me nuts. Plus I’d have to keep slowing the boat down to six knots all the time.

I think I was more excited about getting to land yesterday.

Today I’m sort of getting the drudgery out of the way of finishing off the last 100 miles. Yesterday I was on the one hand excited about getting there and completing this part of the trip, and on the other hand was off windsurfing and doing other more interesting things in my head. Today I’m not really doing either: I’m just sort of doing it.

This idea of winning doesn’t even seem to exciting, it’s like I’ve accepted it although I don’t know why I should . . . well, not accepted it, but accepted that I’ve done it ... if I’ve come in first, I’ve come in first. If I don’t, I don’t. It’s no longer anything to worry about. I also think that being tired takes away a lot of the spark.

I do think I’ve got an extremely good chance, I don’t think I’ve made any extremely bad mistakes. An hour or so here and there, oversleeping a windshift — but everybody does that. I can’t imagine how a boat without the water ballast tanks and with the hull form this boat has in order to push it beyond it’s normal 21-ft. hull speed, could possibly have gotten here this fast. I think it’s just a really hard to beat combination.

I’m just about to finish off the last of the fresh vegetables for dinner. The eggs, there are a few left, partly becuase I haven’t been eating them. I didn’t have any this morning, and I can’t quite figure out what to do with them without any bread. I’m getting a little tired of just eating boiled eggs.

It seems I’ve used about 7 gallons of water, which is about what I expected, although I never did throw the last 5-gallon can over. I was saving it to take a bath, but I never did have enough good weather to take a bath. Lately it doesn’t seem that the fraction of a knot that I would gain is worth finding the water and dumping it.

It’s 3:10 and I have Anaga Light in sight off the bow — if the boat ever heads on course when I come on deck. It was sailing 50 degrees low. But somewhere we must have averaged out during the night, because there it is.

I just had a little dream, that I was walking down a main street in Tenerife, I assume, and I’m going to describe it so I can remember it to see if it really is that way. There is a, well, the major shipping port is on the left, two cross streets were Pietra del Sol and Pietra del Norte. The architecture was very formal, almost gothic, with relatively tall, 4 or 5 story building in abundance. There was one cathedral, also gothic, with just below the rose window a rather'elaborate statue of four figures in a semi-circle facing each other.

SANTA CRUZ DE TENERIFE It’s 6:45 p.m. and [in a matter of fact voice] I arrived at 11:17:52 Greenwich Mean Time this morning, taking four hours to get in from the headland, after paddling, drifting, and sailing, between here and there. Every time I got the sail Page 81

set up on one tack the wind would die and I’d try to row, and then the wind would come up, usually on the other side.

There were about 7 different arrangements of lines set up to try and make the boat steer while I was rowing, because my rowing system depends on the autopilot which doesn’t work.

I finally steered with a line on the tiller through a couple of blocks on the rail, tied around my left toe, so I could wiggle my foot sideways to steer the boat.

I finally got here, and I’m taking a little time to adjust.

Somehow getting to shore is never what it’s cracked up to be.

Especially here, the harbor is sort of an oil slick, with a bunch of commerical fishing boats There’s about half a dozen yachts here at the end, rafted up. Mostly French boats, mostly very nice, very helpful. It’s just a little hard to communicate with them.

With what energy I had I set off first to go to the yacht club to have a nice long hot shower, but they only have cold water. And a shave. But I discovered they didn’t have any plugs that fit my shaver. So I decided to go to the bank, and that was closed. They suggested to go to a travel agent to get change to the right currency. They too were closed, the reason being that tomorrow is a holiday. I guess meaning that everybody takes off the day before also.

So then I decided to check into a hotel and just take a bath and sleep in some sheets instead of a soggy bunk. I found two rather uninviting hotels downtown, and both of them were full. I didn’t try the really seedy looking one. So much for that idea. So, I went off looking for a food store, but by that time they were closed, and I never found anything that resembled a supermarket or vegetable stand anyway. I still haven’t figured out where you buy food in this city. So, here I am back on the boat, sitting here having some tea, after just being awakened by the harbormaster telling me that I shou)2h'n^ve tonight at 9:30 to occupy a space that’s being vacated by a trawler. That way I can reserve the space for the Mini-Transat boats. I’m not sure that’s really going to happen, so I’m going to go down there first thing in the morning.

As far as damage to the boat goes, I guess I should start making a list. Off the top of my head I can come up with the head off the Navik, which I still haven’t figured out. I looked at one today, and they all use the same parts, they just put it together differently. So, nothing is broken, I guess it’s just worn out. Then there’s the broken autopilot. A broken Halyard, two broken shrouds, reglue the bins on the inside of the boat so they don’t leak, and then drill holes in them with corks so if they do come loose I can always drain the water. A bunch of little things. Put a collar on the topping lift so not so much water comes down below through the mast. Fix the hook on the autopilot so it doesn’t catch the tiller lines when they are slack, those kind of annoyances. A new Windex.

Next month: Tenerife to Antigua.

DILL Bill Monti has done to sailing what the Graduated Length Method (GLM) has done to skiing — broken down the learning process to small, attainable increments. In each case it 'took not a world class skier or sailor, but a great instructor to come up with an effective system. And Monti is a fine teacher who inspires self-confidence and has his students achieving magical results.

The athletic 39-year old father of two has taught sailing for ten years at San Rafael High where he has been a P.E. instructor for 17 years. Monti was one of the promoters of the school’s innovative conversion to an individualized smorgasboard approach to athletics.

Back in 1976 Sports Illustrated proclaimed the program “the most celebrated in the country.”

San Rafael’s 45 P.E. electives range from yoga to yachting. There’s something for everyone, including the

“Monti has the knack of parlaying a life jacket into a Laser child who doesn’t enjoy team sports.

Monti explains the concept behind the program: “Too often we brand kids as failures when maybe they were introduced to a sport before they were ready. And then, not all kids succeed at

The former San Rafael High quarterback can look on an empty gridiron with no regrets.

hand-eye coordination sports. So w thought it would be a good idea for kid to start out new, on an equal basis, wit their peer group. Sailing, as a sport, ha certain characteristics from a P.E. stanc point that made it appealing to us, an the idea caught on.”

But the idea of a sailing elective ws not Monti’s. Ten years ago when th disenchantment with the fool ball/baskeball/baseball approach bega to spawn alternatives, Monti we teaching rock climbing. It was Jules Bei trand, whose son John was a student < San Rafael, who approached Mon with the idea of making sailing an elec tive. With the good fortune of having canal across the street and som generous help from others, the sailin program started. There were thre broken-down El Toros, two worn Bar shees, a course instruction handbool and teenager John Bertrand to lend

MONTI hand. Monti was a sailing novice.

Nevertheless, since 1970 over 1,000 kids, half of whom had never sailed before, have been through the program. The original small fleet of shabby dinghies has expanded to a current fleet of ten pretty good Lasers.

How Monti managed to produce a comprehensive high school sailing program, the only one of its kind in northern California, on a shoestring budget, reveals much about his character. Although quiet and not at all pushy, Monti is a mover. He was determined to have a meaningful program for his students and slowly began to convince others to assist him.

Early on he talked the San Francisco Bay Sailing Association into selling him six of their worst dinghies for $600, and then convinced the county’s Regional Occupation Department to recondition them. Later, when he wanted to standardize the fleet, he went to Performance Sailcraft, who manufacture the Laser, and sold them on the idea of donating foqr boats for classes and another two to the county recreation program — all of which the school could use. Bill Kreysler, vice-president of Performance says, “Monti has the knack of parlaying a lifejacket into a Laser. He’s not a wheeler-dealer, but he doesn’t miss a trick, either.”

Another of Monti’s projects has been the creation of an aquatic center in Marin county. After a three-year effort with Kreysler and Jim Carr, the county has been persuaded to allocate some undeveloped iand next to McNear’s Beach for that purpose. By combining forces with other groups like the Sea Scouts, Red Cross sailing, the Recreation Department, and others, they envision creating a true aquatic center for numerous groups. Monti’s San Rafael classes have already moved to the site which he affectionately calls ‘Starvation Gulch’ The unique sailing program has come a long way since the early days when classes met at a gas dock on the San Rafael canal. Similarly John Bertrand, Monti’s aid, has been moving right Page 83

along in the sailing world. He won two consecutive Laser World Championships, won a Finn Gold Cup and narrowly missed a second. Bertrand is considered a top candidate for the Olym¬

pics. Though Bertrand is long gone from San Rafael High, Monti remains Bertrand’s unofficial coach, and the 23-year old Bertrand generously credits Monti with much of his success.

i

“It’s funny using the world coach in

,:iv

relationship to Bill, because a coach is usually someone on the water,” says Bertrand. “Bill is more a sounding Doard for me than anything, else. We ust get together and bounce ideas off each other. Before each campaign, large or small, we set our goals and then talk about how to accomplish them. It’s good having a coach who isn’t a red-hot sailor, because his ideas aren’t limited to sailing. He’s an original thinker.”

For example, when John was looking for ways to train his body to become more flexible for easier maneuvering in the Laser, it was Monti who suggested that he incorporate modern dance in his training program. Of it John says, “Dance has given me an edge, it’s helped me to use my body as a tool.”

Bill and I talk about psychological obstacles as well as race strategy or training problems,” continues Bertrand.

“For example, though we had long ago decided on the Olympic effort in the Finn, more recently I began thinking that maybe I should go for the Laser Worlds after the Olympics. In a way that kind of thing was a cop-out. A subconscious protection for me. In other words, the Laser Worlds would be something to fall back on if the Olympic thing didn’t work out. It was Bill who helped me see my approach more clearly, pointing out that my chances to win the Olympics would be greater if I were not diluting the effort trying to train for both. It’s that kind of advice that is particularly helpful.” Though months often go by before the two communicate, “the nice thing about our relationship,” says Bertrand, “is whenever I give him a call, Bill’s always available.”

Because Monti can’t give each student the kind of personal attention he shares with Bertrand, he has developed a probing questionnaire for classes, which stimulates students to analyze their own approach, and to consider similar questions about their physical strength, endurance, flexibility, mental attitude, and skill technique. Here is a sample: In which races, 1st, 2nd, or

mmm

■

Now that he's got a great site for the aquatic center, Monti is. halfway there.

3rd, do you gain your best finishes? Do you practice roll tacks, starts, jibes, etc& Rate, in order of strenth, the parts of your race — start, windward leg, reaching leg, downwind leg, etc. How successful are you at blocking out distractions? Do you daydream about tactics? Are you willing to suggest your strategy to a group of sailors and allow them to challenge it?

The effect of filling out the questionnaire is like having a private conversation with Monti. You reflect, assess abilities, identify problem areas, think about aspects of training you might never have considered, and become motivated.

When Monti addresses a group in person, the effect is near magic. He is quietly charismatic. Says one admirer, “He has everyone saying, ‘yeah, I could try that’. He sells you on yourself and lets you realize you’ve got it.” He is as effective teaching kids to sail as he is

demonstrating fresh approaches to old salts. v Monti’s ‘inner sailing’ approach pays off. He feels that since sailing is an art, the most important aspect is the psychological training. “You have to have a good image of yourself to be ready for competition. If you don’t have a confident self-image, concentration is lost. You have to race with a level of decisiveness . . . otherwise you can second-guess yourself out of the right moves. And, if you are winning, you can’t doubt that you belong there.

If Bertrand is fifty boats back in the pack, as he was in the Laser Worlds in Brazil, he never gives up. He is trained to believe he belongs at the top. He never gives up because he never admits he belongs back there.”

Maybe there are top racers who could sail circles around Bill Monti, but as an innovative sailing instructor, he’s in the winner’s circle.

marilyn yolles

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MAX EBB One afternoon as the F-Express bus to Berkeley that I commute on climbed the grade out of the city onto the Bay Bridge, I noticed the Larkspur Ferry being sent to the north as it backed out of its berth at the San Francisco Ferry Terminal. I have gotten into the habit of carrying a tide book in my briefcase, and while I was checking the current table I noticed that a young woman sitting on my right looked up from her book and stretched a bit to get a better look at the bay. Evidently she was taking a peek at my tide book too, and seeing the opportunity to strike up a conversation, I volunteered an interpretation of what was going on below.

“The tide book says another half hour to slack water, but it’s already ebbing around the city piers.”

She seemed interested, so I continued.

“The tide always turns first along the city front. See how much smoother the water is past Alcatraz where there’s still ' flood.”

“That’s fascinating,” she said. “Why do you think the tide turns like that?”

“Well,” I responded with the confi¬

it could take a lifetime of sailing and racdent air of an old salt passing along ing in them to really know how they years of seafaring experience to a novice, “tidal currents always turn first work.

“Actually, there’s a simple near shore. Probably because shallower water has less momentum and can X mathematical model that describes this reverse direction faster.” phenomenon fairly accurately,” she “But then, why doesn’t the tide also said. “You see, the South Bay is a stanturn early along the north shore and in ding wave-, while the North Bay is a prothe shallow water off Richmond?” she gressive wave, so their response to the asked. same forcing function is 90° out of 'Still feeling that I knew what I was ‘phase.” talking about, 1 explained that there is in Now, that was exactly the kind of fact some early ebb along the north wise-ass remark that 1 was afraid of, but shore, especially right outside the Gate, by then it was too late to save face. and that the Richmond area is influenc“The North Bay is a what?” I asked ed by the Raccoon Strait' and the meekly.

Sacramento River flow, and doesn’t “The North Bay is a progressive have much tide of its own anyway. wave, the South Bay is a standing “That still doesn’t explain it,” she said wave,” she repeated authoritatively. as she took the tide book from my hand This launched us into the complete and turned to “Three Flours After Maxderivation, most of which, to my surimum Flood.” “This page shows the enprise, was relatively easy to understand. tire South Bay ebbing, while most of the “Imagine a bathtub with the water North Bay is flooding — and the North sloshing from end to end. What you Bay is just as shallow.” have is a body of water with a standing There was a hint of playful provocawave, and the South Bay behaves very tion in her voice that suggested 1 was on much like one end of the bathtub. The thin ice, but I stuck to the “experienced tide reaches its maximum height at slack mariner” routine and explained that the water, runs out with its greatest speed at bay tides are very complicated and that the middle water level, and is slack

“The South Bay begins to slosh back to the ocean while water still runs into the North Bay and Delta. At low water, the South Bay floods first in a similar way. So, you see, there’s a fundamentally different reason for early tide change along the city front than what many people assume.”

again at low water. The Bay of Fundy, and to a certain extent Long Island Sound, work the same way.

“The North Bay, however, is like an infinitely long trough, open to the sea at one end. When the ocean level is highest, water flows in the fastest. At mid tide the current is slack, while at low tide the water flows out. This is typical behavior for a river mouth, with the “waves” of tidal current progressing upstream.”

“So then why does the South Bay turn first?” I asked.

“Now run the two models simultaneously and see what happens.”

By this time she was getting somewhat pedantic, but as it seemed likely I would learn something useful, I played along.

“O.K. If it’s high water in the ocean, the North Bay floods, right?”

“Exactly. Now think about what the South Bay is doing.

MEETS LEE HELM Imagining the end of the bathtub, I said, “The South Bay would be slack at high water.”

“Right. Now imagin a short time after high water.”

“The South Bay will have started to ebb, while the North Bay is still flooding!” (In a flash it was all perfectly clear.)

“Right again,” she said with the satisfaction of a teacher who has made progress with a difficult student. “The South Bay begins to slosh back to the ocean while water still runs into the North Bay and Delta. At low water, the' South Bay floods first in a similar way.

So, you see, there’s a fundamentally different reason for early tide change along the city front than what many people assume.”

Our bus was now on the east crossing of the bridge, and I stared over at the Berkeley Pier trying to appreciate the implications of this theory. It certainly accounts for the north or south flowing currents through the Pier and across the Olympic Circle.

But one thing didn’t fit in, so I turned around and said, “If all this is true, then the South Bay turns at high and low water while the North Bay turns at mid tide. There’s three hours between high water and mid tide, yet the South Bay only leads by about an hour.”

“A very astute observation.” (She was obviously impressed.) “This points out the shortcomings of idealized models in general. The real world never seems to follow the idealization as well as we’d like. Even so, I think you can see the value of the model.”

“Yes,” I said, “I have to admit that’s the best explanation of the bay tides I’ve ever heard. How did you ever figure it out?”

“Actually, credit should go to a paval architect named Steve Schaffran, who presented this theory to a sailing symposium he organized a few years ago while he was a graduate student at Berkeley. I was just starting in the department then.”

She introduced herself as Lee Helm,, a graduate student in naval architecture, Page 87

and we were gossiping about various boats and their ratings when she suddenly noticed the bus was at Shattuck and University Avenue. “See you out there,” she said with a gesture towards the bay as she jumped up and scrambled to the door of the bus.

Hopefully I will run into Lee Helm again in the next few months because I have several questions of a technical nature that have been on my mind for

quite some time. Meanwhile, if 1 find myself playing “Old Salt” explaining the bay tides, I’ll have the necessary bit of theoretical background.

— max ebb Max — We’d like to send you a few cabbages^ for your interesting report.

Your initials and address will suffice if you wish to keep your identity a secret between you and Lee.

DUCK SOUP SUMMER June 6, 1979 Interstate 80 I have to pull to the side of the road.

The rain slithers down my jvmdshield like water over rocks in a springtime creek. Trucks splatter past, spewing water and muck over my car and boat. 1 am a mollusk. For the past 1872 miles I have eaten, slept, and driven my VW Bug, emerging only at gas stations.

Goodbye California. I drive through the Sierras feeling the same apprehension 1 felt ten years ago on my way to Girl Scout Camp. Sunrise in Nevada.

Wrong turn in Salt Lake City. Chuck Mangione and sunset in Wyoming.

Now rain in Iowa.

How many more miles to New Jersey?

I echo the question my friends asked when I told them 1 was spending the summer back East: What am I going back THERE for? 1 try to reassure myself that I am not insane for sitting in a Volkswagon, with my 420, Duck Soup, trailing behind, in a torrential downpour somewhere in Iowa. Is it my job as racing coach at Bay Head Yacht Club that draws me East? E Scow sailing on Barnegat Bay? The Women’s Nationals at Rochester? Thunder and lightning storms?.Maybe.

The real reason can be traced io a spring afternoon in 1947, when a young man asked a pretty girl to go for a spin on Lake Merritt in his Snipe. A year later they were married on a Friday night because there was a race on Saturday. My infatuation with boats must be genetically determined. At first my preoccupation was harmless. My brother and I spent countless afternoons constructing driftwood rafts, which would occasionally float, and clamoring to be taken out in the El Toro. As I grew my addiction became more serious. In four years of high school I went to one football 'game. Sitting on a hard bench watching boys run around a field in an incoherent manner was a dull way to spend a Saturday afternoon when I could be crashing and burning in my Laser on the Berkeley Circle. My inclinations were not limited to sailboats.

Susie Klein at the helm.

As a U.C. San Diego freshman 1 accidentally wandered into the boathouse where the Crew Team kept their shells.

I instantly fell in love with all sixty-one varnished feet of the “Richard A. Jessop”. My devotion knew no bounds.

For two years I struggled out of bed at 5 AM for a daily rendezvous on Mission Bay. Even my father became.concerned. He began to drop subtle hints: “Why don’t you take ballet?” or “What about karate lessons?”

I have yet to don a leotard, but I did pacify my father by forsaking “Richard A. Jessop”, transferring to Berkeley, and joining the sailing team. I suppose it is inevitable that I should be sitting in a

VW in Iowa waiting for the rain to lighten so I can continue East. A sign appears as the rain clears: 96 miles to Chicago.

July 1, 1979 “The Shore” Bay Head. The Tiburon Peninsula of the Jersey Shore. On a Sunday afternoon Mercedes and Cadillacs bearing New York and Pennsylvania plates overflow on Bridge Street. People browse, stroll, and congregate like the chorus in a Rogers and Hammerstein musical. Children taunt the ducks on the firehouse lawn near Scow Ditch.

DUCK SOUP SUMMER fathers, aunts, uncles, children, and grandchildren have and will.

Bay Head is at the North end of Barnegat Bay. A narrow sandspit separates the shallow bay from the Atlantic. At the turn-of-the-century a railroad ran down from New York, bringing Mama, the children, and nanny down for the summer and Papa on weekends. Now Highway 35 runs the length of the spit. On Friday and Sunday nights it hums incessantly with traffic.

Bay Head is an oasis of wealth and gentility. A few miles and a few beach towns to the south is Seaside Park.

Concrete, peeling paint, and junk food stands blemish the treeless dunes. The Seaside Boardwalk sprawls along the beach like a mutant erector set. Families come here for a two week escape from the summer in Newark, Teaneck, or Trenton. They stay in the dirty turquoise hotels with exotic names like The Mai/an or The Beachcomber.

July 28, 1979 Rochester, New York

Tourists, who can be distinguished from the summer regulars by their New York accents and pallor, fill the quaint little shops with the quaint little names — “The Jolly Tar”, “The Sandpiper”, and “Young Innocents — A Shop for Grandmothers”. Red geraniums explode in the window boxes of the hulking shingled homes. In the early afternoon the current df people ebbs toward the beach — young mothers in bright pink or green skirts, teenagers in faded La Coste shirts, and trim old men on bicycles which have seen many summers of beach service. They have all come to vacation at Bay Head every summer of their lives,, just as their Page 89

“OK, let’s take ,‘er nice and easy,” my crew cautions me. A wave lifts the stern.

Instinctively I slide aft to prevent the bow from plowing into the wave ahead.

The jibe mark looms. Only two boats ahead. “Better come on in.” In one swift movement Harriette slides in off the wire and unhooks the trapeeze.

It is the sixth and final race of Women’s United States Yachting Racing Union (USYRU) Singlehanded and Doublehanded Championships. Nearly ninety of the top women sailors in the country have assembled at Rochester.

Among them are top collegiate racers, and several national and world champions. Many, like us, have come with high expectations of placing in the top three and earning a berth on the American team for the 1979 Women’s World Championship. They range from fifteen to fifty-five. Most come from the East and Midwest, but three of us, Poppy Truman, Pam Poletti, and I, have ma'de the long trek from California.

Poppy and Pam are racing Lasers in the Singlehanded division and I’m racing my 420 in the Doublehanded division.

For my crew, Harriette Barton, and myself it is the culmination of a year’s training, scrimping, travel, and racing.

A year off school to buy a boat, a coaching job in the East to sharpen my own racing, practice four afternoons a week, the Laser Nationals, E Scow races, and 420 regattas in Marblehead, Newport, New Have\i, and Annapolis.

I should have known we were in for something when I saw those ominous clouds to the West. Two hours earlier Lake Ontario was as calm and placid as Mirror Lake. For nearly three hours we drifted against the clock and our com-

DUCK petitiors to complete the six-mile course within the time limit. Hitting the right shifts and hanging in with the competition became secondary to sniffing out any breeze, and above all, to keep the boat moving. Spectator boats crowded the windward mark and finish line, causing any remnants of breeze to lift above the course. Within a matter of minutes the twenty-five knot breeze churned the lake into a wash of steep, choppy waves.

Now the spectators hover at the jibe mark with cameras loaded, like vultures waiting for their prey. Despite the waves which deluged us upwind, I’m confident — too confident. This is a manuever we’ve practiced countless times. I catch a wave. We’re at the mark. “OK, let’s go!” Harriette grabs the vang to toss the main. The sail resists, hesitates, then swings across the boat in one fell movement. Harriette goes for the pole. I jump to the high side and move back to counterbalance her. The chute skies.

Then I seen the boom.

In a torturous instant which seems to last an eternity, I watch the boom dig at a malicious wave. Bloodthirsty spectators gasp with pity and delight. “No,” I reassure myself with more optimism than accuracy, “we couldn’t dump. Not here.” SPLAT. The waves engulf the mast with a frothing glee.

August 9, 1979 Bay Head “Lisa, you’re setting up too low. Andy, you’re gonna be late. Atta boy, Jamie, keep ’er movin’. Joe, what are you doing down there? The guys on starboard are going to cut,you off. 5 ...

4 ... 3 ... 2 ... 1 ... Gun! Chris, you’re over.”

“OK everyone, come back and let’s do that again.”

JOB TITLE: Racing Coach.

QUALIFICATIONS: Must possess strong vocal cords, the ability to outrun fourteen year-olds, both mentally and physically, unshakable nerves, a good

The Bluff’s Hotel, Bay Head, New jersey.

I

SOUP SUMMER r

shoulder to cry on, and affection for forty kids.

RELATED OCCUPATIONS: Nurse, psychologist, chauffeur, mother, mechanic, ambulance driver, arbitrator, diplomat, commedienne, and cheerleader.

When 1 applied for the job as racing coach at Bay Head Yacht Club, visions of balmy summer days in a Whaler and an award winning suntan danced in my

Ducks”. By the time they are in the advanced group they have been sailing for four or five summers.

Problem: How do you maintain authority over forty kids, refine their racing skills, and keep them enthusiastic about sailing, five days a week for ten weeks straight?

Hypothesis: Make sailing so fun and challenging that they can’t resist.

Method: The Laser Freestyle Con-

Scow Ditch, Bay Head.

East coast boats

head. Not so. Oh sure, I spent an awful lot of days in the Whaler. Rainy days.

My nose is on its forty-third layer of skin since June 23rd and my dermatologist is threatening me with skin cancer before I reach twenty-five. I’m hopeful that my vocal cords will recover in time for Christmas Carols.

There are five instructors and nearly one -hundred kids in the Bay Head Yacht Club Junior Program. I work with the advanced kids who range from fourteen to seventeen. They sail Blue Jays, Lasers, Laser Ms, and M Scows. Most have been in the program since they were eight or nine. They begin as “Duck Boat” crews in the novice group and progress through the “B Ducks” and “A

DUCK test. (Can you do a handstand on the bow of your Laser?) The Bay Head Junior Race Week. A road trip to Annapolis to team race Severn Sailing Association. Local Junior - Championship races and eliminations. Synchronized sailing. Backwards races.

Milkshake races. Stand up races. Relay races. Rudderless races. Team races against the instructors. (No, we didn’t beat them soundly.) Match races. And drills, drills, drills: tacking, jibing, starting, mark rounding ....

Result: With a little positive reinforcement on the race course, a fourteen year-old boy starts to like himself and make friends. Gene, who probably will never win a race, will win “The Kid Who Loves Boats Award” at the awards banquet. A certain instructor, who shall remain nameless, has to excuse herself to go to the bathroom so she can run and look up an appeal which a blossoming young sea-lawyer has questioned her about. Thirty kids sit for over an hour and listen attentively to a “chalk talk” on starting tactics. A group of kids learn advanced racing skills and have a lot of fun while I get the privilege of being sixteen years old all over again.

September 1, 1979 Seaside Park Yacht Club The scene is the same as it was last year and probably for the past forty

An upside down inkleination.

,

** Z

years. Pennants hang from the bannisters, trophies are arranged on a table, beer is flowing, and race officials in blue blazers try to capture the attention of the sunburned crowd on the deck below the yacht club. Following the final Saturday afternoon race of the ten-week summer series, the Barnegat Bay yacht Racing Association (BBYRA) hold its annual awards presentation.

BBYRA is the umbrella organization of the twelve yacht clubs on Barnegat Bay. It combines some of the best aspects of San Francisco Bay’s Yacht Racing Association (YRA) and the Small Boat Racing Association (SBRA).

The clubs are all within fifteen miles of each other so competitors can easily sail or tow to the race course. Each Saturday a different club sponsors a morning and afternoon race. Lunch is included in the entry fee so the sailors can sit on the yacht club lawn during lunch break and compare notes on the morning’s race or last night’s party.

The classes range from the Sneak Box, a flat-bottomed cat boat which hunters used 90 years ago to shoot duck in the shallow marshes, to the E Scow a sophisticated, highperformance hybrid between a Soling and a 505. The racing caters to sailors

of all ages. The Laser M and Blue Jay are restricted to kids under seventeen.

The M Scow and Lightning have Junior divisions which race simultaneously with the Seniors but are scored separately. The grandparents can battle it out in the B Cat fleet.

Barnegat Bay fosters more than its share of National, World, and Olympic Champions. Gary Jobson, Peter Commette, Brit Chance, Jan O’Malley, Sam Merrick, Carl Van Duyne, Gardner Cox, Terry, Shawn, and Kevin Kempton all claim Barnegat Bay as home waters. During the summer the wind blows from any direction on the compass and ranges from 0 to 25 knots. The sailors must develop expertise in condtions ranging from a 20 knot sea-breeze to a 3 knot northwesterly with motorboat chop to boot. When they travel beyond the bay to race, they have a strong repertoire in a variety of conditions to draw upon.

The trophies are awarded and filled with champagne. Summer is over and thoughts turn to storing the boat, unpacking winter clothes, and school. But even as they drink the last of the champagne from the silver bowls, many are thinking ahead to next sumtner.

— susie klein

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If you’re going to go on a mini-cruise this Winter remember one thing: you must be flexible.

We planned a three day trip recently, nothing spectacular. The first day we were going from Sausalito to the Marin Yacht Club in the San Rafael Canal, by way of Richmond where we picked up . ■- <jan El Toro in hopes of doing some heavy dinghy sailing.

We had planned an early departure light winds and early sunsets can make a 17 mile voyage an all day affair. the usual two trips back home for belatedly remembered absolute necessities, a couple of stops for ice and minute groceries, and a dash into the chandlery for a can of varnish in case we were in the mood, we departed our usual two hours behind our typically optimistic schedule. We had invited another family to join us in their boat, when we are late, they are notoriously later, so we shoved off, ex-i pecting to hear from them by radio somewhere enroute.

The weatherman had predicted the first day followed by two of sunshine. (What occured was hine the first day followed by two days of showers.)

It was blowing from the East as wei sailed through Raccoon Straits so we had a slow motion beat to the Richmond Yacht Club. After picking up our fr»r

ft

hito rtf liinrh

we headed north for San Rafael and darned if the wind hadn’t shifted and we had another windward leg.

We radioed occasionally for our friends but got no response. When we reached the San Rafael channel, light winds and a strong ebb kept forcing us below the markers. We had been warned that the channel was marked “for a good reason,” so we finally gave up and motored in. We continued just past the range marker and made a right turn into the Marin Yacht Club Harbor.

“Mommy, he said the C-H word!” came a whine from below. My memory banks failed me. The C-H word? “You know, C-H-I-T,” came the whispered explanation from my first grader. I debated whether I should correct her spelling but opted for the old “washyour-mouth-out-with-soap” threat as the harbormaster directed us to our spot at the end of the dock.

The next morning we ambled ashore to use the head when a familiar kid came running over. Our friends had indeed made the trip after all. But their radio was broken and they had run aground near the entrance to the canal just after dark and it was 2 A.M. before they were afloat again. Not only that, but they had forgotten to get stove fuel so they had to improvise with a can of sterno. And upon discovering that their water tank was empty, they had melted their ice to make coffee. A Laurel and Hardy act afloat!

When we got together later, we wives were swapping complaints about how the things that are “his job” on a cruise never get done, and we made a list of Famous Quotations From Sailing Husbands: “We don’t need a chart. I know this bay like the back of my hand.”

Tm sure there’s a spare jug of alcohol in the lazerette.”

“I thought YOU had some matches.”

“Aw, this little bitty 5 inch T.V. won’t drain the battery.”

“I’m positive we have enough water for the weekend.”

“Leave the dishes, Honey. I’ll help you with 'em later.

SAN RAFAEL CANAL The list could go on forever!

We had planned that day to do some dinghy racing at Marin Yacht Club and then shove off that afternoon for a haven in the East Bay for the night. The dinghy racing occured as planned, the shoving off did not. By mid-afternoon we were securely buttoned up inside the cabin against the unexpected torrential downpour. We played cards, read, napped, watched football and nobody could be convinced that it might not be raining so hard elsewhere.

Another night came and went and by morning we were antsy to do some big boat sailing. We were all stowed to go before we took a peek outside. When we opened the hatch we could barely see the clubhouse for the dense low fog!

We waited an hour, two hours, and it seemed to be burning off so we headed for the channel. By the time we reached the second channel marker we could not see past our bow pulpit and the sailboat we had been following passed us going in the opposite direction. We tried steering a compass course for a few hundred yards, our young son blasting gleefully on the fog horn as we inched along. Then we too gave up and retreated to the now agonizingly familiar Marin Yacht Club Harbor.

When we finally departed for good, my husband blurted out another statement which I later added to the Famous Quotations List. “Naw, I don’t think it’s gonna rain.” Instantly I felt a large drop hit my nose, and what followed was a steadily increasing downpour which did not let up noticeably for the next three hours. Fortunately there was also wind so we were able to have fun sailing while being miserable! It blew increasingly hard as we headed for Sausalito, and when at last we aimed the bow at our berth, the broadside gusts were hitting 24 knots. It was a bumpy landing to say the least!

But the fun was not yet over. There are only about ten boats in the entire harbor that are farther from the parking lot than we are. We had the task of transporting back home all the excess Page 95

At high tide the San Rafael Canal looks deceptively deep. It isn't.

food (there was no excess booze;) all the kid’s provisions (shrieks of horror when I suggested we leave then aboard until next time;) and the whole weekends worth of slightly damp laundry. All this we trundled to the car, in the storm, in a dock cart designed to seek and store raindrops. We had left a soggy boat in which I could imagine green mold already growing up the bulkheads, to enter an automobile

which shortly began to smell like a wet poodle. 1 cringed when I thought of the next stop — into the house with the whole Soggy mess. It had been an interesting weekend, but the homecoming was enough to make any sane person use the C-H word!

The San Rafael Canal is a good place to go in the Winter, ordinarily. There is

an interesting mixture of marinas, residential areas, and commerical enterprises. The Marin hills form a lush backdrop for the waterway that is alternately bustling and serene. It’s sheltered and there are plenty of nooks and crannies for avid dinghy sailors. But if it’s absolutely dead, calm you can go ashore and shop or eat out or jog or pick up the stove fuel or anything else you forgot.

There are several havens for sailors in

WINTER CRUISE

Mt. Tam in the background makes this picture of the San Rafael canal prettier than it really is.

the canal. The first is Loch Lomond which is reached via its own channel leading off to starboard as you approach the entrance to the San Rafael Canal.

The yacht club has guest berthing available for affiliates of other clubs and the usual yacht club facilities including a restaurant and bar open weekends. For non yacht-clubbers, Loch Lomond Marina can provide you with dock space for $3.00 a night, and the

facilities are very complete. The comRafael Yacht Harbor is on your left. It’s plex includes a shopping center with a crowded and there’s lot going on all the supermarket, laundry, pharmacy, time; boat building, camaraderie. And chandlery, snack bar, and marine elecJim Garvey, the affable harbormaster, trical shop, as well as a gas dock. will do his best to find you a berth for the The Marin Yacht Club is the next stop night. Is there a fee for guest berthing? up the canal on the right. The entrance “Naw,” says Jim, “I’m old fashioned.” is just past the range marker. It’s a lovely Harbor Center nearby has a couple of Deli type eating places. little harbor with an affluent look to it, Just past the San Rafael Yacht Hareverything seems very new and neat bor, also on the left, is Dominic’s and most of the boats are big. Yacht Restaurant, a popular place with a guest club members only are welcome for 24 dock, serving seafood and Italian hours without charge, after that it’s 20 specialties. cents a foot. The clubhouse is lavish and When you reach the basin at the end atmospheric and the dockside restof the canal you will see the San Rafael rooms are heated! There are ice Yacht Club on the port side. It’s a small machines and telephones and the club club with bar and restroom facilities and serves dinner Friday and Saturday, a dining area where they serve only to brunch only Sunday. It’s very comfortaffiliates but the dock adjacent to the able to rough-it at the Marin Yacht ' club is open to the public. You can also Club. hike to Montecito Shopping Center Continuing up the canal, also on the from this location. right, is Lowrie’s Yacht Harbor where Well, what are you waiting for? Get you might find a spot at $5.00 a night,. out the long underwear and the This little harbor is not too far from kerosene heater and go for a winter Montecito Shopping Center, several minicruise. The worst that can happen small eateries, and a movie theater, if is you might get your sails washed with you get claustrophobic during a rainnice fresh rain water! storm.

— sue rowley As you near the end of the canal, San T

Page 97

PROFESSIONAL SAILING

Has the time arrived for professional yacht racing? There’s been lots of talk about it in the last few years, and like it or not, there are several groups taking concrete steps to make professional sailing a reality.

Over in England, there is a gentleman by the name of Leslie Williams who is moving forward with what he calls the Ocean Racing Grand Prix. His outfit intends to feature both long and short ocean races using a one-design. The boat to be used is the Ocean 80 designed by David Alan-Williams who works for Jeremy Rodgers; the lines were reportedly “pplished off” by Doug Peterson, whatever that means. The boat is a 3A rig.

It is claimed that there is great interest in the Ocean Racing Grand Prix, but so far there is only one boat building, and that boat is for organizer Leslie Williams.

Williams intends to gain further publicity for the ORGP by breaking Robin KnoxJohnston’s singlehanded around the world record of 313 days. We wish him lots of luck, for if he doesn’t hurry he’ll miss the Ocean Racing Grand Pix inaugural slated for Monaco in May of 1981.

But if everything goes right for Dick Seay, the event in Monaco will only be the second big time professional sailing event. Dick started the Professional Yacht Racing Association in 1978 and plans to have their first event in Long Beach in March of 1981. Of the groups threatening with professional yacht racing, the PYRA seems to be the most organized. In fact, when we talked with Dick in late December, he was about to meet with the Long Beach city fathers to

A sample 40-footer. Although the outriggers and spinnaker pole will be disallowed.

iron out the exact dates.

The PYRA plans 8 ‘events’ in an eight city circuit. Each ‘event’ or regatta is made up of an eight-day racing program which includes 3 exhibition days and 5 racing days. It is expected that inperson and video coverage of the events will “generate national super stars on a par with other pro sports.”

The eight cities chosen for the PYRA regattas are Long Beach, San Fran¬

cisco, Seattle, Chicago, Newport, Annapolis, Miami, and Houston.

PYRA racing will be done in ‘developmental’ 40’-footers. Dick Seay says that big name designers have already either sent in their design ideas or are working on them now. He mentioned folks iike Ron Holland, Bob Perry, Tom Wylie, Chuck Burns, Sparkman & Stephens, German Frers, Bruce King, Dave Pedrick and others.

PROFESSIONAL SAILING

Besides being 40-ft. LOA, the boat must have positive flotation, must be a monohull, and cannot utilize radioactive materials. Hulls must be ‘branded’ by the PYRA and carry the organization’s insignia on the sails. The number of

The rectangle.

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By his count only two top-flight designers to date have declined to submit a boat. One is Gary Mull who told Seay that he simply was not interested in designing boats for professional' racing. The other was Doug Peterson who said he would prefer to wait a year and be “part of the second wave.”

Of course, designs aren’t limited to naval architects. If you wish to design your own boat, the limitations are few.

Page 99

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crew is up to you, the boat just must finish with the same number they started with. Hard, fully battened, or wing sails. This is a developmental class, and you can hoist or erect, whatever you want.

The question of whether or not the boats should be self-righting was a tough one. Here’s what Burke Sawyer, who is heading up design parameters, had to say in expressing the PYRA’s majority opinion. “In the interest of this new sport, I feel that having the boats flip will add considerable excitment. The spectators will love it, and your sponsors want the crowd draw, so we have got to keep the excitement and danger elements intact.” Burke ends with a Surgeon General-type caution: “(Warning: PYRA may be hazardous to your health This is no amateur sport.)”

Like the self-righting aspect of the boats, moveable ballast and rig limitations are things that are expected to be self-limiting. In the pursuit of “Glory and Money” [this is a frequent and capatilized PYRA phrase,] it is felt that competitors will quickly recognize the difficulty of finishing first while upside down.

In each 8:day event, the PYRA plans two distinct kinds of races. One is a 50-mile offshore event; it is hoped that the boats can cover it in something like 6 hours. We had to smile when the PYRA noted that all races would be held during the day since the winds were better and since “we all have better things to do at night.” Naturally, the character of these ocean races are expected to vary greatly with the location.

0 JLf

TURN 10

0^ TURN 11

.

SAILING

Those held in protected waters like Puget Sound and Cheasapeake Bay are not anticipated to be quite as exciting as those running through the Potato Patch off San Francisco, for example.

For the shorter races, the PYRA has come up with a new course that is somewhat described in it’s name, the ‘Rectangle.’ The Rectangle is a sprintslalom course “to severely test crew, design performance, sail handling, and tactics. Close encounters while tacking, jibing, or mark-rounding will be expected, but collisions will be frowned upon . .

Charging forward where the National Football League feared to tread, the PYRA will have judges with videotape machines at each of the 12 ‘turn-gates’ to rapidly settle protests.

So how are people going to get money to race an entry? Gerald F. Simonis, the PYRA Treasurer recom1mends three ways of generating cash flow. One is by having an advertiser or advertisers sponsor you. Secondly, after being established and becoming a superstar there will be product endorsements for the various media. And finally, there will be prize money. “A win at a PYRA event could net the team as much as a Half-Million Dollars!” — to quote the PYRA’s first newsletter.

Can you be a PYRA-maniac aqd still be amateur enough to race in the Olympics? According to the PYRA newsletter you can. Racing for money, according to the PYRA, doesn’t necessarily make you a professional.

In ending the first PYRA newsletter, Dick Seay gives the admonition “get ready for an outrageously exciting new

/ “In the interest of this new sport, I feel that /

having the boats flip will add considerable excitement. *

The spectators will love it, and your sponsors want the crowd draw

sport for Glory and Money.” At Latitude 38 we tend to be skeptical old farts so we’re a little rocked by all this and aren’t sure how ready we are for the PYRA. But there are others in the industry who seem to be. The back of the PYRA newsletter featured small ads from an impressive group including Lewmar, Barient, Ron Holland, Stearns, Airex, North, Bob Perry, Camber, LeFiell, Proctor, Bruce Farr,

Hood, Watts, Signet, Barlow, Sparcraft, Dennis Choate, Kenyon, Mariner, Trimble, Sea Teak, and others.

Maybe we’ll get used to these professional groups in time. Meanwhile we’re pleased as hell to announce another kind of professional sailing-for-money deal has been enjoying a renaissance over in the east bay. To be sure, it’s not the big stakes racing like the PYRA or ORGP, but it’s an ideal opportunity for the sailing hotshot to pick up a few bucks.

It started last fall when John Beery and Tom Blackaller got to discussing their relative skills as small boat sailors.

A Laser race from Mariner Square to the mouth of the estuary and back was the result of the discussion. When it was all over, John Beery had confirmed he was indeed a very fine small boat sailor, and as per the race instructions, Tom made a $200 contribution to John’s financial well-being fund.

I^ot one to let a trend die or a winner rest in peace, Chris Corlett issued a challenge to Beery for the same race.

This one had spectators packed to the rafters all along Mariner Square and included several spectator boats. Chris took the start and continued to gradually pull away for a comfortable victory.

So John gave Tom’s $200 to Chris.

So now it’s your turn. If you can’t wait until 1981 to get in on the excitement of sailing for dollars, challenge Chris by calling 521-7030. What better way to start the new decade than by winning Tom-to-John-to-Chris greenbacks.

Happy sailing!

— latitude 38

Say you saw it in Latitude 38 WANTED Experienced racer with Tiburon berth wants to find Ranger 23 owner. Object: to race 1980 one-design YRA season, share expenses. Berth available January 1.

Call 332-8734

KEEP AN EYE OUT: Newport 41 stolen from King Harbor, CA — Yellow Hull, No. 54, SF9367FL. Sail No. 37854. Anyone seeing this vessel, call Coast Guard & Mariner Square Yachts (415) 521 7030

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Page 101

2517 BLANDING AVENUE at stone boat yard ALAMEDA, CA 94501 mark heckman (415) 521-7755

Why Serendipity?

Webster’s defines the word Serendipity as “the gift of finding valuable or agreeable things not sought for.”

This month, Serendipity is celebrating its 20th year of continuous manufacturing and sales of quality recreational products. Over 4,000 buyers from 41 states and 7 foreign nations have discovered that Serendipity means performance, service, and integrity.

Three years ago, Serendipity committed to expand operations into the manufacturing of performance yachts designed by Doug Peterson for the international marketplace. Since that committment was made, Serendipity has successfully established itself as one of the leading large boat performance specialists in the country — we doubt any company has delivered more yachts with I.O.R. certificates in the 33 to 43-foot range over the past two years. Today, we probably have more semi-custom grand prix yachts under construction than anyone; and are expanding operations during a period when many companies are reducing production.

Installation of the engine on Jim Bozell’s Serendipity 43'. He’s from Cincinnati, Ohio and plans to campaign the Great Lakes.

In a period of one year, the Doug Peterson designed Serendipity 43 has established itself as a true thoroughbred. The international acceptance of the design has been unprecidented among modern I.O.R. racers with boats now sailing in Holland, Sweden, Hong Kong, Japan, Australia and the United States. Domestically, discriminating yachtsmen have expressed their confidence in our product and our company by ordering boats in Florida (1980 SORC contender,) Michigan, Ohio, Texas and California. The design has proven itself on the race course and we have proven our ability to build a top quality racer/cruiser at a sensible price. Our clients have not been first boat buyers — most have successfully campaigned both custom and production offshore racers for many years.

A customized Serendipity deck layout.

A partial view of the spacious Serendipity interior.

The Serendipity 43 for 1980 is offered as either a flat out Grand Prix racer with flush deck and a choice of tiller or wheel steering or a wedge cabin, “T” cockpit configuration that we feel is close to being the optimum performace cruiser.

Whether you would like a top Admiral’s Cup, S.O.R.C., or Big Boat Series contender, or prefer to cruise in comfort knowing that under you is a race-proven hull with its inherent outstanding performance and all-weather reliability, the 43 is a winner. A superbly built and impeccably detailed yacht that you can sail comfortably and safely anywhere in the world; or power at 8 knots while enjoying standing headroom in a private aft stateroom, mechanical refrigeration, and countless standard features seldom found in domestically built yachts.

The keel is being secured on “Free Enterprise," bought by Dick Ettinger, former owner of “High Roler."

Serendipity is a somewhat different company. You won’t find our offices open on weekends or holidays — we also enjoy sailing. You won’t find a salesperson, but you can talk directly to the people responsible for building your boat. We can’t show you a demonstrator or unsold discounted boats in inventory as all of our boats are built to order. We can offer you a fair price, uncompromising service, excellent financing, and an opportunity to become involved in the planning and construction of your own yacht.

Four Serendipity 43’s In production.

Serendipity: The Winning System

You owe it to yourself to discover Serendipity.

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A new Holland and a new Peterson from San Francisco go after the S.O.R.C. Championship

Folks, there’s been a genuinely interesting yacht racing story that has been developing in the bay area during the last year; a story that will be climaxing in Florida during the next two months. The main characters involved are Dave Fenix and Bill Clute, a couple of young and sucessful businessmen who live across the Belvedere lagoon from one another. Both belong to the San Francisco Yacht Club, and each has spent the last year organizing, spending and conniving how to win the SORC this year.

For those who don’t follow grand prix ocean racing, the SORC stands for Southern Ocean Racing Conference, Inc. For all intents and purposes, it is the U.S. Ocean Racing Championship. The SORC consists of 6 ocean races held between late January and late February. The Series begins on the west coast of Florida, works it’s way over to Fort Lauderdale, and eventually to Nassau. The shortest race is about 30 miles, the others are between 135 and 370 miles.

In year past, different bay area boats have gone to the SORC, but never two in the same year. None was particularly successful until Dave Allan’s Imp, also from the San Francisco Yacht Club, won the SORC in 1977 and almost repeated the win again in 1979.

There is no question that both Dave Fenix and Bill Clute’s efforts this year

owe something to Imp. Dave, for example, didn’t commit himself to the project until he knew that some of Imp’s key crew would be free and willing to spearhead his effort. Imp also motivated Clute, although in a little different way.

Bill simply got so damn sick of hearing about Imp that he decided to personally try and do somethihg to alter the main topic of conversation.

Neither Dave or Bill are bashful about the fact that they are going to Florida to win. Both of them seem to have a realistic idea of the kind of personal and financial committment that is necessar;/; both have new custom state-of-the-art boats designed by the best designers in the world; both have fabulous crews who know what it takes to win and are accustomed to winning; both of them also seem to be about as organized as is realistically possible — i.e. their boats will be ready when the starting gun goes off.

Despite the similarities between the two, they are very different kinds of people, with different boats mounting very different campaigns. We’d like to introduce you to both of them so that you may follow their progress, or lack of it, in the SORC. We’ll have first hand reports from Florida in the next issue, and hope to be in Nassau ourselves for the final races.

— latitude 381

Dave Fenix wants to win the S.O.R.C. •

•

•

Dave Fenix harbors no misconceptions about his experience in ocean racing. Having sailed for several years but seriously for only two, he readily acknowledges that he is a novice at the game. Given this modest experience, he is putting his full efforts into proven methods rather than trying to break new ground. “Our philosophy,” he says, “is to do it slow, and to do it right.”

He explains that his decision to commit to the boat project was made a year ago — and only after learning that Imp would not return to the SORC —and therefore some of her crew would be free. He approached Steve Taft and CON'T. ON PAGE 110

does Bill Clute.

Bill Clute and Dave Fenix may live in the same town, belong to the same k' # yacht club, and yearn to win the SORC am.: with identical vigor; yet, it’s hard to conceive two people going after the same title in more diverse fashion. Perhaps it’s a reflection of their professions.

Fenix, who is in insurance, is going with the expert’s advice and percentages; his campaign is based on eliminating mistakes. Clute the contractor is, by his own admission, breaking new ground and gambling on his instincts. As befits a man whose office is dominated by a crap table, the risks seem like an attraction rather than a hazard.

Maybe he’s a romantic. Clute found CON’T ON PAGE 111

tstlii

1980 PEGASUS LOA LWL BEAM DRAFT BALLAST DISP. SAIL AREA

46’5” 37’6” 137” 82 17,300 (wow!)

25,000 1,045 ’

”

RACE 1 ST. PETE TO BOCA GRANDE JANUARY 26 144 MILES

RACE 2 ST. PETE TO FT. LAUDERDALS JANUARY 29 372 MILES

RACE 3 OWNER — DAVE FENIX SAN FRANCISCO YACHT CLUB DESIGNER — RON HOLLAND BUILDER — KIWI YACHTS FLORIDA CREW STEVE TAFT TAD LACEY BILL BARTON BEN MITCHELL SKIP ALLAN JON ANDRON BOB NORMAN DON KOHLMAN GARY CARLIN DAVE ALLAN

OCEAN TRIANGLE FEBRUARY 8 176 MILES

ORC 3H NOON

RACE 4 LIPTON CUP FEBRUARY 15 135 MILES

LOA LWL BEAM DRAFT BALLAST DISPL. SAIL AREA

RACE 5 MIAMI TO NASSAU FEBRUARY 18 176 MILES

41’3” 33’3” 12’11” 7’9” 7,000 14,200 975

RACE 6 OWNER - BILL CLUTE SAN FRANCISCO YACHT CLUB DESIGNER - DOUG PETERSON BUILDER - GERRAGHTY SAN DIEGO CREW BILL CLUTE HEATHER CLUTE TOM BLACKALLER CHRIS BOOME JIM GANNON CORDON CLUTE JIM PUGH DOUG PETERSON JOHN NORHEIM PAT VINCENT DONNY ANDERSON JOHN GREEN

/

Page 109

PEGASUS CON'T FROM PAGE 104

Tad Lacey and layed it on the line: “Look, I’m a neophyte, would you two help me put a boat together in the tradition of Imp?” They accepted.

The first thing they needed was a designer to come up with a boat. Dave, Tad, and Steve quickly narrowed it down to Doug Peterson, Bruce Nelson and Ron Holland. For a number of reasons, perhaps the foremost being Steve and Tad’s successful experience on the Holland-designed Imp, Ron was chosen.

The material and builder were considered next. For a while Minnefords in New York was considered, but Dave, who is prepared for nothing short of a one-year world class campaign, did not like Minneford’s ‘you sign the check we’ll fill in the numbers later’ concept. It was finally decided to go with fiberglass and have Kiwi Boats in Florida build it, Kiwi is owned by Ron Holland’s brother-in-law, Gary Carlin, and previously built Imp..

In working with Ron Holland, Dave came up with the basic parameter of the boat, the length. “I’d been out in the ocean in smaller boats and bigger boats,” he laughs, “and I felt more comfortable and safe in the bigger ones.”

So, 46-ft. it was. Other than that, Dave pretty much kept out of the design process, with good reason. “A problem I’ve noticed with some owners is that they feel they know more than the designers and sailmakers, people who have much more experience with these kinds of boats.” Dave likes to delegate authority and thinks that the care he has used in selecting the people for his project will be borne out in the eventually results.

There was however, one point where Dave over-ruled Ron Holland on an early drawing. Fenix inquired as to the reason for a small doghouse on the otherwise flush deck. Holland explained that at almost 6’4” he wanted Dave to have a place to stand up down below.

Dave replied that after spending all this money, he did not want a boat to stand up in, he wanted the fastest possible boat. There is no doghouse.

The third crewman to sign on to the Pegasus project is another former

"This dog was bom to hunt!"

member of Imp, Bill Barton. [Incidentally, the name Pegasus has no particular significance, unlike Dave’s Islander 36, Grumpy Dog, which Dave laughingly told us was named after his wife. He seemed sincerely disappointed that such a name was not appropriate for his new boat.] While Holland worked on the basic hull and deck lines, Steve, Tad and Bill did lots of work on ‘human engineering’ in the cockpit and crew work areas. Nothing was to be left to chance.

Once you’ve got a boat designed and building, you’ve got to get a great crew, and in particular a great navigator.

Pegasus obtained the services of Ben Mitchell, who was navigator on last year’s winner, Williwaw, and many other SORC champs. “Ben is one of the most remarkable individuals I have ever met, he is thorough,” Dave says with a smile of satisfaction. Pegasus was thought to have had every feasible piece of navigation equipment *»ntil Ben stepped aboard. There are now more Lorans on the boat than fire extinguishers.

The crew was rounded out with top flight team players, sailored picked for their attitude, as well as their skills.

Besides Steve, Tad, Bill and Ben, Dave added: Skip Allan, helmsman on Imp; Jon Andron, who sailed on last year’s winner SORC; Bob Norman and Don Kohlmann, local sailors with great talent

and experience; Gary Carlin, who built the boat; Dave Allen who is expectec for the first several races. Fenix says “I’m proud to be sailing with every one of these men, they know their jobs, they work well together, and they have a positive attitude.”

Given this crew, the Holland-design and Kiwi construction, it should be a rocket. She was loosely modeled, around Aires, one of the three U.S. Admiral’s Cup boats last year, a boat many thought to have the best speed potential in the last SORC. The big difference is that Pegasus has 9 inches less freeboard and displaces a whopping 10,000 pounds less.

After early sailing trials in Florida, crewman Bob Norman said, “This dog was born to hunt.” If Pegasus lives up to her early billing, there will be plenty of hunting in her future. After the SORC she shops to represent the U.S. in the Onion Patch Series, America’s answer to the Admiral’s Cup. A five race series on the east coast, it ends with the Bermuda Race. If not a U.S. team member, she has already been asked to represent Bermuda.

After that there is the Sardinia Cup in — wherev else? — Sardinia. Then there is the 1981 SORC which is an Admiral’s Cup year, with the event in England being the ultimate goal. Dave acknowleged the very many if’s in that program . . . “if, for example, we don’t win any races, we’ll be coming home sooner than we thought.”

While Dave is itching to get racing and find out what his time and money investment has wrought, he finds the project to have been a lot of fun so far.

Fun no only to see, for example, how high a good crew can get a good boat to point; but also fun in the sense that it’s been recreation for him. “You can’t kid yourself,” he says, “this is a weapon’s battle, but I think it’s enjoyable. I love to put something like this together to see the logistics, the planning, and the labors of the- people selected come together.”

A few more weeks of practice, and there’s nothing left but the racing.

___— latitude 38

HIGH NOON CON T FROM PAGE 106

Imp’s crew too quiet, too efficient, too smooth. “Plastic” is one word he used, but without any connotation of disrespect or malice. For Clute, sailing the perfect race without making any mistakes would be boring. To win by heroically overcoming obstacles — primarily those created by one’s own character defects — well, that’s a victory worth getting smashed over. And so when Clute went to pick a crew, he went for fighters rather than slick technicians. Since fighters invariably suffer from various problems — alcohol abuse, unusual sexual preferences, psychological aberrations, etc. — it promises to be an exciting few months.

It’s difficult to say if Clute’s concept can still be effective today; but, it did work once. In 1970 Bill and an unruly crew put together a yellow Ericson 39, Chiquita, and campaigned it in the Danforth Series. They hadn’t passed the Potato Patch on the first race before the mast came tumbling down — sufficient cause to knock most boats out of the Series. But the crew, inspired by adversity, had the mast repaired and ready for the next race the following Saturday.

Chiquita fought back to win that 1970 Danforth Series, and took it again in 1971. But Clute hated it.

Sure there had been some good moments. Everytime he or his crew got ejected from the St. Francis was golden. (“The St. Francis needed people like us then, and they need more of us today,” says Bill.) He laughingly remembers leaving the boat’s calling card, a clump of bananas, on buoys on some ocean races. And the crew, they were always fun. During a particularly rough Buckner, Clute went below with another crew member to check his wife, Heather’s, navigation decision to tack.

“You sure?” Bill asked. When she nodded, the young crew member slammed his fist on the chart and thundered the threat, “You goddamn better be right!”

Despite all that kind of fun and being well-liked by the crew, it was just too much pressure. After two years, he was burned out.

He sold Chiquita and bought a Mulldesigned, Easom-built boat, Shadow.

Page 111

was pretty keen.

More recently he purchased a Tartan And so, did Doug design a fast boat?

Ten and has been racing one-design Nobody will know for sure until the racwith his wife Heather and son Gordon. ing starts. Clute admits to the possibility Everything was going smoothly until the that they will lose every race. That’s part constant references to Imp got his comof the fun, he says. petitive dander up. But somehow, it’s In the SORC packet he handed out to been different this time. So far, aggravathe crew and support group, Clute’s tions, frustrations, and delays have cover letter included the following: somehow been both soluble and en“The combination of designer, joyable. builder, sailmaker, sparmaker and crew If Clute had a Peterson Two Tonner that has been assembled represents a built, a lot of you are going to wonder full-scale effort for the 1980 SORC where the gamble is in his campaign. championship. The “day of reckoning” Didn’t Peterson design the last SORC winner, Williwaw? Didn’t Peterson - is arriving shortly . . . and appropriately, the yacht’s name is derived from the design the Admiral’s Cup high point legendary western showdown . . . boat, Eclipse? True, and true again. But “HIGH NOON.” those boats were continued refinements Since this is the SORC, just cowboys of Doug’s previous successes. Clute’s will not do as crew. To Clute’s credit boat is something different, a cold moldhe’s rounded up a real talented bunch ed fractional rig Two Tonner — a breed of Lone Rangers. Only time will tell if he apart from most of Doug’s successful could have used more team-playing designs. But Clute liked Peterson, and Tontos. Up on the foredeck, it’s not too preferred to gamble with him then hold bad. There’s Donny Anderson, Pat Vina pat hand. cent and Gordon Clute.

The thing Clute liked most about But back in the cockpit there’s a Peterson is that he’s crazy. Doug thinks crowd that by either habit or personality so intensely about what he is doing that — and sometimes both — is not used to he has trouble with the ‘little’ things in taking orders. It will be up to Clute to life. His keys to the office have disapsee if he can get them to work together. peared so often that he no longer has a That group includes Tom Blackaller, set. He forgets which days he’s supposwho inadvertently takes over most boats ed to come to work, sometimes stani he’s on; Chris Boome, who besides beding up important clients. He ends up in ing sales manager at Barient has headed European streets with no pocket up several big boat campaigns; Jim money. As a result of such intensity, Pugh, who is Doug Peterson’s right Doug has transcended the mundane. hand man; Jim Gannon, who builds his Except for dress. own boats; John Norheim, who is the When the Clute family went sailing in right hand man at John Berry’s; and San Diego with Doug he wore: a pair of perhaps Doug Peterson some of the ruined sneakers, a purple t-shirt, a pair time. of seersucker shorts that covered his If Bill and Heather can restrain the knees, broken glasses held together crew’s natural inclination to back-bite, with red tape, and a coolie hat. Clute second-guess, womanize, drink and made the comment, “Doug, that is the mutiny, they’ve got an awful strong ugliest outfit I have ever seen in my crew. Clute admits that the group on life.'”

Pegasus might also be damn good, but Peterson fiercely believes in what he he thinks High Noon packs a better does and Clute appreciates that. After bunch of seat-of-the-pants sailors who rummaging around for drawings to would fare far better in unexpectec show him — knocking hundreds of situations and conditions. others to the floor in the process — But then, we shall see, starting Doug dropped to one knee and put his January 26 . . . eyeball right next to the drawing to ‘see’ the shape of the hull. Clute thought that

— latitude 3t

-

m [thermo electric® | DE HUMIDIFIER

\^0

CHAIN/ROPE PIPE

1 “QOLDENROD” HEATERS

Model 116970 List $25.00 Sale $17.95

Thermo-electric damp-chaser produces and circulates warm dry air through compartments without creating hot spots.

Complete with universal mounting clips.

Model 112524 (12') List $15.75 Sale $12.95 Model 112532 (18”) List $16.75 Sale $40.50 Model 112540 (24”) List $21.25 Sale $16.95 Model 112557 (36”) List $22.50 Sale $17.95

Prices Subject to Manufacturer's Changes

>6

SALE ENDS FEB 28 1980

L*e

ENTER NOW 11 WEST MARINE’S 1980 BOAT SHOW SALE SWEEPSTAKES

CIRCUIT |BREAKERS High quality circuit break| ers are more reliable than usual switches.

Model arnPs PBCB-05 Sale $9.75 5 PBCB-10 Sale $9.75 10 PBCB-15 Sale $9.75 15 PBCB-20 Sale $9.76 20 PBCB-30 Sale $9.75 30

one 1st prize each store $100 gift certificate two 2nd prizes each store $50.00 gift certificates two 3rd prizes each store $25.00 gift certificates Fill out this coupon and bring It to either our Oakland or Palo Alto store.

See locations on the bottom of this page.

MAYFAIR 1500 BILGE PUMP

Name----

Pumps 25 GPM, submersible type. Draws 6.5 amps at 12 volts D.C. Model 138 362 List $45.95 Sale $30.95

Address, Phone #_ (Coupons not accepted by mail.) Deadline for coupons Feb. 28, 1980.

Drawing will be held Feb. 29, 1980. Winners will be notified by phone or mail.

RADIANT KEROSENE SPACE HEATER The Young II Kerosene heater from the makers of the beautiful Aladdin lamps automatic shut-off when heater is jarred or tipped over.

Usable heat output 5700 to 6750 BTU’s per hour.

Measures 16"W x 19% "H x 11V." Deep and weighs 14VI lbs.

Model 138222 List $149.95 Sale $115.00

WL& &

ATLANTIS WEATHER GEAR THE ULTIMATE JACKET Fully lined jacket is coat length and raglan cut. Lap-felled seams are sealed by hand, sizes XXS, XS, S, M, L and XL. Model 101584S Sale $77.90

THE ULTIMATE PANTS Chest high pants Gold color.

Available in sizes S, M, L, and XL. Model 101642S Sale $46.55

BIMIN11202 DIODE PROGRAMMABLE VHF RADIO Uses no crystals! This 12 channel VHF radio can be programmed to any 12 U.S. authorized transmit and receive channels, and 2 weather channels.

THE MOST PRACTICAL 12 CHANNEL RADIO AVAILABLE AND AT A SUPER PRICE. 1 YEAR GUARANTEE. Model 124446 List $399.95 Sale $275.00

SAFETY HARNESS Main belt is 214". S/S D-rings & slides. Fits all sizes. 100% adjustment. With braided nylon lanyard. Non-magnetic Model 105700

List $19.95 Sale $13.95

1> i

1

"HEAT-PAL" ALCOHOL HEATER Made in Sweden. Nonpressurized with adjustable heat regulator.

9"H x 9" dia.

Weighs 5lbs.Model 110361 List $90.00 Sale $69.95

Oakland

Discount Stores in Oakland & Palo Alto

wMPHry Livingston

V

s

Store & Mail Orders: 850

*

San Antonio Rd. □ Palo Alto, Ca. 94303 □ (415) 494-6660

Retail Store Only: 2200 Livingston Street □ Oakland, California 94606 □ (415) 532-5230

■

Open Mon. through Wed. 9-6, Thurs. and Fri. 9-8:30 PM, Sat., Sunday 9-5

Dennisori St

7th St

Satisfaction Guaranteed or Money Back

Send for Free Discount Catalog

Middlefield

West Marine Products

)jy\ NAPLES SABOT DINGHY Full race Naple Sabot by Stan Miller. Ullman sail, yellow fiberglass hull, aluminum mast. Built in 1978 and in excellent condition. $500.

(415)388-4329

Fine craftsmanship tailored to your yachting needs

byHY* j

Sail Covers

Hatch Covers, etc.

Custom Yacht Upholstery

SGAWITCll

1

Sail and Cover Repair Sewing Supplies for Do-It-Yourselfers 1702 Bridgeway, Sausalito, Ca.

SUNKEN TREASURE 200+Pacific Coast shipwrecks on beautiful 24x36" wall map (parch.paper) •+ booklet of maritime disasters & salvage techniques by prof, diver. GREAT GIFT! Send $9.95 + $1 handling to: See-Ways,3972AA-23rd St, S.F., Ca. 94114 (CA. res. add 6%)

CREW-COMPANION WANTED Mature (40-55) woman, share expenses, extended offshore sailing/cruise, circumnavigation possible. Experience not essential but right attitude is. Well-found, 32-ft. boat.

P.O. Box 793[ Sausalito, CA 94965.

J-24 FOR SALE — 8 months, all safety equip., compass, k.m., 6hp Johnson, twings, Barber haulers, port-apotty, 4 DeWitt sails, marine battery, flip-up eng. brackett, bilge pump, racing-backstay adjuster. Racing Certificate. Price $16,350, by owner. ADVT. NO. 2, do: Latitude 38, P.O. Box 1678, Sausalito, CA 94965 CAL 2-27 Race equipped, North sails: main, 120%, 115%, 95%, Pineapple % triradial, 6 Barients, Halyards, and controls lead aft forsinglehanding, Martec, ladder, depth, compasss, dsi., 2 batteries, battery charger, Lectrasan head, much more equip, for $24,950.

(415)965-0176 23’ PEARSON ELECTRA A champion in active one-design class SYRA races, fun cruises. Cornucopic inventory new sails, race rigging and gear!

P.O.S.H. accommodations below. Overall, probably the most “bristol” sloop in the entire happy fleet! Sausalito berth. $7,200.

(415) 956-1542 (weekdays)

WANTED Female sailing companion; crew. 32’ D. E. sloop, Mexican veteran. To return to Mexico, Costa Rica, Caribbean, and beyond aboard the “Stephanie B.” Please contact: Laird Brown, do: Pete’s Harbor, Redwood City, CA 94063 CROSS 24 TRIMARAN, 1975 Tandem trailer, 7V2 Mercury w/alternator, k.m., w/log, d.s., lights, CB radio, main, self-tending jib, spinnaker, professionally made spars, over size rigging, beautiful, fast, comfortable cruiser. Many extras. $5,700. Jerry Ingalls (916) 933-1022 Want Coronado 25. vtstt oua. WEW &toA.e. at 475 GATE 5 HOAV balldtX •VIKING» VAav daaLaa ALVEH oaan ~j~ akelt — yfrn— TAVC0 ojfakoxe. jf yf/* kauak o<vu bu P1ANTEV0S1 —' -A We will 6e dtiolaulna at tht U4ed g0at4 San Eyancoaco Boat Show- omtBoAtgn whjitthall 13* get d^count UcktUl Adaaondak GUdi Boat

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lowing (Braffers for tde unique experience of roving

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332-1078

FOR SALE Avon Redcrest dinghy with outboard bracket and C02 bottles Purchased July 1979 for $770. Like new. $500; E.P.I.R.B. by A.C.R. Purchased July 1979 for $160. Also like new for $125 (415) 388-4329

RACING’S ULTIMATE TESTS are competitive one-design fleets. Cal 20’s offer friendly competition, 1980 SF Nationals, team racing in Hawaii and match racing. Experience competitive sailing before buying your J-24. $7,500 buys the ultimate Cal 20.

Colin Gilboy (415) 839-9689 (d)

PROFESSIONAL WOMAN, 32 SEEKING POSITION ON BOAT Sailing to South Pacific. Available immediately. Excellent cook. Emergency medical technician. Limited sailing, but extensive backbacking exp. Call/Write: Joan Singler, 3953 N.E. 135th, Portland, OR 97230 (503) 255-2389

LASERS FOR SALE The St. Francis YC has six Lasers for sale. These boats were used up at Tinsley Island and have since been refurbished at the factory; have sails and are ready to go. They are offered at $750, as is. Call Jim Taylor at the St. Francis 563-6363.

34’ BROWN MANTA TRI Equipped, including aluminum spars, 6 sails, inboard eng., RDF, depth sounder, sum-log, electric & manual bilge pumps, dinghy, AC/DC refrigerator, propane stove/oven, pressure water, stereo. Recently hauled, cradle included. Asking $25,000. Must Sell! M. Black, Box 22, Capitola, CA 95010.

V

MAIL FORWARDING SERVICE AND POST OFFICE BOX RENTAL ^ *

the travellers mailbag 3020 bridgeway avenue, sausalito, ca 94965

(415) 332-2032

CARIBBEAN CRUISING Experienced skipper with 50-ft. ketch sailing to Caribbean seeks partner to shar profits, work & fun of charter business.

Prefer female who can invest in enterprise.

(408) 427-2555

WANTED <- QUALIFIED CREW-WOMAN All aspects of sailing to cruise new 30’ sloop. B.A., CA coast/Antigua, Cabo S.L., etc. Possible pay. Owen Lurio, do: Serenity Inc., 2893 Spring St., Redwood City, CA 94063; (415) 368-3992, 9-5.

WANTED: CREW MEMBERS Seeking experienced, qualified and compatible crew for fun trip to Mexico on 41’ ketch. Pay own expenses. Leaving in January for 1, 2, or 3 months.

Bryan at (415) 332-6961. Keep trying.

RIGGING • RIG TUNING • COMPASS ADJUSTING • OUTFITTING ELECTRONIC INSTALLATION • ELECTRICAL ■ YACHT DELIVERIES

CAL 28 Diesel, wheel steering, new North main and club jib plus 150, 120 roller furling and spinnaker. New LPU paint job, knot meter, sounder, VHF and complete safety gear. Sharp, fast boat. $21,500 or trade for larger boat.

(916) 622-1155

ROMAINE YACHT SERVICES

FORMOSA 41 - SELL OR TRADE ‘75 fiberglass ketch, cruise equipped, many extras, well maintained. Asking $70,000 or work out trade on your Islander 36 or similar boat. Would also consider real estate trade.

(415) 521-9315 eyes, or weekends — Alameda.

WANTED 30 or 35 lb. Plough Anchor; 4 or 6 man liferaft; small propane bottles; inflatable dingy — Avon or Zodiac; Propeller, 3 blades.

Reply to (408) 438-3950

RONALD R. ROMAINE

KARL ROMAINE

61 MIRAFLORESAVE. SAN RAFAEL, CALIF, 94901

YACHT DELIVERIES PORT HUENEME, CALIF.

(415) 453-3969

(805) 483-7227

SAN JUAN 21 Mark II, 1978, rigged for racing all sails. Excellent condition.

Galvanized trailer. One of the best class design boats for racing and cruising, active fleet in Bay Area and Central Valley.

New condition — $5,000 firm.

(415) 820-8143

MARINE SURVEYOR

, “EASY LOAD” TRAILER FOR SALE Four wheel — surge brakes. Adjustable height rollers will fit anything in water, three times repainted with Rustolum. Excellent condition. Replacement $2,750. Now $1,650 offer.

(415) 235-3242 after 5 or weekends

'Busfm

S&ttering

^

Order your durable "Dry Paint" — boat lettering, individually designed according to your specifications, selecting from over 400 color combinations on our convenient order blank!

Registration numbers and speciality art too!

A to Z

Signs

&

Graphics, 104 G

St.,

San Rafael,

CA

457-1849

PREFER THREE FEMALES Experienced skipper prefers 3 females to crew, cruise, & share expenses to Mexico, Panama, Caribbean. Sailing experience desireable. Leaving Feb. ‘80. New 50’ ketch. (408) 427-2555.

Learn offshore navigation, sailing, by experience.

FRANK OLIVEIRA Call B«for» 9AM or Afttr 6PM

&

Advanced Lessons

ABOARD DITHYRAMB ALSO BAREBOAT CHARTERS Marriott Inn Dock

Cruising, Racing, Piloting

- ,77-78

SEASON CHAMPION Aboard 22' - 43' Boats

Berkeley Marina — (415)526-4559

RANGER 29 Well equipped, good condition, racing gear, radio, new sails, Atomic Four inboard auxiliary. Coyote Point berth. Seller can finance — reasonable.

(415) 323-5774

Ava.IaW* Swan Day* a W«ak

ISLE OF SKYE — $10,000 Small cruiser with aft cabin. Veteran of Hawaii & Mexico. 28 LOA, rebuilt Volvo diesel, 90% complete on total professional refit. All cruising gear (less dinghy;) Mexican charts, Mkll sextant, spares, trailer. Good dbals & labor available.

(408) 688-9159

SAIL VIRGIN ISLANDS Your own yacht with crew for parties of 2-12 for as little as $70 per person/day. Includes gourmet meals, unlimited bar.

Lynhollen Yacht Charters, 601 University Ave„ Suite 150, Sacramento, CA 95825 '

Lion Sailing School Beginning

(415)388-2239

V

CHARTS WANTED Buy, Borrow, Trade. Needed: Charts of Mexico, Central America & Caribbean. Have: Charts from San Francisco to Vancouver, B.G. Call Starkey (415) 422-8676 days.

(415) 447-2433 eves.

A.B. rfh STEVENSON ( 11\ nf\

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INSURANCE 3450lakeshoseave.

OAKLAND, CALIF. 94610 (415)763-4840

23’ CLASSIC CUTTER, “VENTURE OF NEWPORT” Sleeps 5, has most of the extras. 4.5 hp Mercury, Pier 39 berth, new, mint condition, $6,000 firm. Call around 6 p.m.

(415) 673-7265

FOR SALE - 29’ FIRMAST 97” boom, tangs, sail, deks olje’d, bronze turnbuckles or staylog rigging, SS 119 wire, 3 burner, oven, gimblsd, alcohol tank, Aladdin heater, battery charger, electric heater.

(408) 476-6351

CAL 20/CITY BERTH Fully rigged, ready to race/cruise. Many trophies. 4 hp outboard. 6 sails: Pineapple/DeWitt. Cal-20 Association, most active SYRA fleet on Bay. Over 50 race/cruise events yearly. $7,000 gets you in on the fun!

(415)668-3768

23’ BEAR BOAT #14 “WILLIWAW” Built by Nunes, 1940. New keel bolts, sistered and refastened 1976. New SS rigging turnbuckles and much more 1977 to present. First class condition. $5,500.00 firm. Call Bob Kendall, (415) 538-1183 or (415) 537-9670. Serious inquiries only.

1

1 WOULD LIKE TO CHARTER YOUR BOAT FOR

BE A MORA CHAMP — NEWPORT 3011 North heavy & light 150, 135, 90, drifter & blooper. Mitchell Vi, %, 11/2 chutes, DeWitt main & 110, 11 Barients & Barlows!

Genini head foil, 2 compasses, depth, AWI & close haul, windspeed, knotlog, RDF, VHF, internal halyards & more. $46K value for $40K or stipped at $33K. (415) 939-2393

the Singlehanded TransPac this June. I’m looking for a Santa Cruz 27, Ranger 23 or 26, Wilderness 21 or any other boat will be considered. You’ll get it back in better condition, make money, and use my cruising boat while 1 have yours. Please phone 668-1125 Leave Mess./or 752-6151

“HELMSMAN SENORITA” — 32’ SLOOP

2CAL 2-29

Built in Finland to highest standards. Racing or cruising. 1 year old. Cash desired but will carry for strong buyer. Will consider trade for larger unpaid boat.

(408)373-7139

1976, beautifully maintained. Fathometer, VHF, knotmeter, CNG 3-burner stove with oven, Barient winches, North sails!

Faryman diesel, Jiffy-Reefing & much more. Excellent buy at $29,900.

(415)388-7205

.

VEGA 27 1975, excellent condition. Volvo diesel, VHF, D/S, knotmeter, log, anemometer, wind-direction, stove, Taylor heater, 5 sails & much more. A top quality boat th^t can sail anywhere! Just reduced to $19,500.

(415)366-5581 -----

W1

31’ SEARUNNER TRI “REDWOOD COAST” Ready for extended cruising, Dodger, steeringvane, fathometer, dinghy, refrig., sumlog, 6 sails, 8 winches, stereo, chromometer, barometer, propane stove. Sleeps four. 6 month sub-lease in Santa Cruz.

Don (408) 474-7295 Message (408) 462-1085

MICRONESIAN SAILING CHARTERS

CLASSIC ATHLETIC PETITE QUIET SAILOR

Bareboat Truk Lagoon and exotic Ponape Island (Pone-ah-pay) aboard new Peterson 44's. Direct Jet Service. Mountain waterfalls, ancient city in ruins, sunken WWII wrecks, our private atoll! Investment opportunities available.

without sail — willing to bear an heir — seeks courageous boat owning strong pirate below 38 to escort her on a confirmed Galapagos Island air tour. Respond to WEH Corp., P.O. Box 40066, San Francisco, CA 94140.

2409 Topaz Dr., Novato, CA 94947 (415) 892-9890

35’ PEARSON Cruising sailboat, documented, 6 sails, roller furling, spinnaker, VHF, d.s., RDF, k.m., press, hot wtr./shower, refrid., kerosene, cabin heater, propane stove/oven, electrosan head, Barients, 7 pgs. of equip. Vallejo berth, 40K. Call Dick, days (408) 742-3465, eves (408) 926-6005.

QUALITY POCKET CRUISER Snapdragon 27, English built in fiberglass to Lloyds Survey With Certificate. Highest quality fittings. Original owner has cruised 10,000 miles and inventory is extensive including Yanmar 12 h.p. diesel, Hasler self-steering, 2 CQRs and 200’ chain, VHF, RDF, etc. Teak Interior. Full boat cover, spray curtains, many spares. Builders exhibit at 1975 London International Boat show, first launched 1976. Recent survey testifies to immaculate condition. Ready for sea. $29,000.00.

Call John Davies (408) 757-6812 (e) or (408) 424-2525 (d)

PROFESSOR-WRITER, 38, SEEKS TO CREW West Coast for South Pacific. Extensive Great Lakes sailing exp., wide travel background, skilled backpacker, outdoorsman. Available immediately. Call/Write: Woody Derrohn, 316 N. Monroe, Moscow, Idaho 83843, (208) 882-1178

THE ELECTRA ASSOCIATION

FOR SALE - 3 POINT HYDROPLANE BOAT & TRAILER

is looking for people interested in purchasing Pearson Electras now available on the Bay. The association promotes cruising, one-design racing, and social activities. Designed for San Francisco Bay conditions by Carl Alberg.

Contact: Dennis Brewer (415) 938-1138

No engine. 12-ft. Marine plywood over spruce frame. New bottom paint. Excellent condition. $150. Phone (415) 924-3328 Mondays, Thursdays; or 588-8571 any time. Boat at 566 Chapman Dr., Corte Madera.

CLASSIC TARTAN 37 IN GREECE Take delivery in Greek Islands of world voyage equipped, Hood-designed fiberglass sloop. 4-91 diesel, Avon, Hydrovane plus Seacourse auto, multi-page inventory. Impeccable condition, ready to go anywhere. U.S. documented. $62,500.

(805) 964-6442 \

\

K2 S7.3 BOAT IN CHARTER SERVICE Will pay for itself plus income, tax shelter. Free berth (south bay.) 1978, 24’, Johnson Saildrive Inboard, 5 sails, spinnaker, VHF, Depthsounder, knotmeter, race rigged, 6 winches, extras. $18,500.

(408)738-2948

CAL 3/30 PARTNERSHIP Mitchells, Barients, CNG, Palmer, electronics, Internals & self/tack gear. Cruise/race OD, IOR, etc. Fully found w/almost unlimited availably at Emeryville — lowest taxes/fees & 5 min. to S.F. for Vi of new 25’. 19K negotiable.

(408) 249-7772(d) (408) 247-9777(e)

13’5” DORY SKIFF 4’6” wide, rowing or small outboard. Marine plywood lapstrake sides, spruce & mahogany framing. Copper & bronze fastenings. Two rowing and one stern seat with floatation. $1,100.

(415) 388-0900 l /

KONDRATYEV WAVE THEORY Is this the crash or an exceptional buying opportunity? Two month trial only $10.00. Advice on stocks. Send to: Kondratyev Wave Theory, P.O. Box 1675, Sausalito, CA 94965

SANTA CRUZ 27 - “SUNtyYSIDE UP” Fully race equipped. Trailer, full boat cover, outboard, 13 sails & much more. All in beautiful condition. $21,900.

(415) 533-6980 (d) (415) 489-5462 (e)

HEATING SYSTEMS

Frank e. Bilek INSURANCE AND BUYERS SURVEYS Certified by the National Association of Marine Surveyors BAY

POWER

DELTA

(415) 232-7638 before 9:30a.m.

SAIL

PROFESSIONAL QUALITY ADHESIVES AND COATINGS

Experts in the installation and repair of electrical, heating, refrigeration and corrosion systems.

Also Dealers lor Major Brands.

CALL US AT (415) 332-3780

<n

Clear, penetrating epoxy sealer for wood or ferro-cement $25/2 gal. kit. Linear polyurethane paints - all the colors of the rainbow $20/2 gai. kit. Antifouling paints - both tin & copper types, from $20 to $80/Gal. PolySulfide rubber 2-component sealants for caulking, bedding $20/gal.; epoxy adhesives $18/gal. Flotation foam $24/2 gal. kit. Technical manual, “How to Finish Your Ferrocement Boat," available $5, refundable w/first $50 order.

We also have a laminating resin superior to the West System.

§

EDINGER MARINE SERVICE

q

399 Harbor Drive, Sausalito, CA 94965

v

SMITH & CO.

,

For the Best Racing

READY OUTBOARD SHOP Sausalito

On the Bay

New

And the World

The Ultimate One Design

Contact our Secretary: Vito Bialla - 30 Princess - Sausalito

MARINE SURVEYOR

- 94965

(415) 276-4351

Liferaft Sales & Rentals. Certified Liferaft Inspection Station AVON Boat Repair. Specialists in Life Support Equipment.

BILL HUBER, U.S.C.G. Ret. 629 Bair Island Rd., Redwood City (415) 365-6374

—your authorized Evinrude dealer—

(415)332-5233

9-5

Tues.-Sat.

HANS CHRISTIAN 34 Beautifully equipped cutter. Commissioned summer ‘78 in Seattle and sailed down to San Francisco. Finest electronics, Barients, U.S. spars and rigging, Dodger, Lectra-san head, offshore gear, Tanbark sails, windlass.

(415) 493-5923 eves.

Looking For

Downwind Designs custom canvas bags, boat covers, cushions awnings Fast, Professional Service.

Jane Silva — 200 Gate 5 Rd.. no. 111. Sausalito.

(415) 332-9593

“AMAZING GRACE” This 1979 Hunter 37 is a fast, comfortable cutter. She is tastefully decorated and exceptionally well equipped for cruising or live-aboard. Seriously for sale at $72,000. Call for appointment to see.

Eves. (415) 383-5529

PATHFINDER SELF-STEERING VANES "Successfully Used For Years” Call Bill Paulson: 453-8722 454-9285 Western Sales Mfg. Co., San Rafael, Ca.

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NEED SOME SAILORS to accompany me on 3 month cruise from San Francisco to Florida in 40’ sloop. Blue water* experience necessary. After 12-1 call (415) 841-6500 x 173 and leave message for Michele Edson.

tHJ

Used Motors

Your old motor is worth trade-in dollar$

v

SEA, AIR, LAND, SURVIVAL CO.

71

and

APPRAISER

JACK MACKINNON Call anytime

ELECTRICAL

THE LORELEI — A Woman’s Sailing Club 2 fully equipped vessels: Peterson 25, Cal 20. Sausalito berthing, most reasonable dues in the area; sailing instructions available. CHARTER MEMBERSHIPS OPEN NOW. Jacqueline Bogue (415) 929-8402

1220 S 49th St., Richmond, CA (415) 237-5986

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MARINE INSURANCE R.E. DICKERSON & ASSOC.

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Insurance Brokers

.341-2674 Specializing — Marine Insurance, Yacht Clubs, Marinas, Shipbuilder s Liability, Cruisers, Sails, Yachts, Houseboats.

25 Years Experience 1941 O'Farrell St.. San Mateo

CLASSIC 34’ SUNSET StOOP “Aeolus,” 1961, excellent condition. Past YRA champion, fir over laminated & bent oak frames, teak deck, bronze fastened, Berkeley berth G-4. $32,000.

Ask for Fred at (415) 234-4334 weekdays

classy classified You can get your classy classified started by sending your check for $10 ($20 for businesses) along with your 40 wonderful words to: latitude 38, p.o. box 1678, sausalito, ca. 94965. The deadline is the 22nd of the month and we cannot bill von — it just wouldn't be classy if we did. And rememberto include your phone’s area code to ensure full classy coverage.

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jhkgrip ammcgrip au/iump

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DETCO MARINE 3452 East Foothill Blvd.

Pasadena, CA 91107 (213) 681-2613

. . The coveted linear polyurethane coating system that shines and resists fading for years, without waxing, polishing, or recoating Awlgrip offers over 90 fantastic colors and a wide variety of specially formulated high and low build primers and fairing compounds for wood, steel, aluminum, ferro-cement, and fiberglass.

Join the thousands of commercial and pleasure boat owners now using Awlgrip. Write or call collect for your nearest dealer, approved Awlgrip Applicator, color charts, and application information.

BOB TCFFT CRUISIHG

2 829 BRIDGE WAY, SUITS. 2Oi.SPUSRUT0.CR- 94965

Complete Marine Supplies at Affordable Prices

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CHECK AROUND, THEN CALL US YacMcraft Kit Boats 34’ to 44’ Southwind 32’ Kit Boats ^

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Boat Building Supplies —Repairs—Boat Building Space 909 ELIZABETH ST., ALVISO, CA 95002

27’ 29’ 30’ 31’ 33’ 35’ 35’ 36’ 36’ 39’ 40’ 40’ 41’ 42’ 43’ 46’ 47’ 47’ 48’ 48’

Garvie canoe-sterned dsl. cruising sloop, 1956.$22,900 Alden diesel cutter, good sailor, good design, 1936.22^000 Atkin Ben Bow cutter, “QUEST,” 1968, character.38,000 Mariner diesel ketch, 1972, cruise veteran..43,300 Macintosh cutter, 1959, good gear, diesel, salty.19,500 Garden ketch, 1963, new diesel, vane, cruise equipped......45,000 Alden yawl, Westerbeke 4-107 (1968), big inventory.43,000 Crocker Sea Dawn ketch, diesel, lots of gear, 1962.28,000 Hanna Carol ketch, 1964, cruise equipped.45,000 Peterson gaff ketch, “LILLE DANSKER,” 1947, beauty.59,000 Concordia motorsailer sloop, 1946, Lowman built, nice.39,500 Atkin canoe-sterned cutter, aft cabin, 1968, clean.55,000 Alden cutter motorsailer, 1958, GM 4-51, radar, A/P.68,000 Win Warner/Paul Luke cutter MS, 1952, excellent.68,500 Atkin Little Ranger diesel ketch, 1968.53,000 Campos heavy ketch, 1949, similar to famous “GAUCHO”.. .65,000 Cheoy Lee Offshore, ‘74, SSB, Ham, VHF, Aries.139,000 Colin Archer steel ketch, 1972, cruise veteran. 95,000 Sutton steel ketch, 1967, exc. sea boat, shoal draft.135,000 Parker/A.H. Moody cruising sip., ‘57, very elegant.80,000

SPECIALIZING IN OFFSHORE CRUISING BOATS

(408) 263-1453

EDGEWATER YACHT SALES, INC. BRIDGEWAY AT TURNEY

Sausalito, California 94965 (415)

332-2060

MARINE INSURANCE 36’ ISLANDER. Perkins diesel, Aries, vane, 7

36’ CROCKER KETCH. Built in ‘62. Has diesel and

Barients, Dodger etc. etc.$45,000

all gear for cruising.$27,500

BROKERAGE SAILBOATS 57’ Columbia, full race/cruise.try $97,000 48’ Cal, diesel — loaded.85,000 47’ Cheoy Lee Yawl.160,000 45’ Brewer Diesel Ketch.115,000 44' Peterson.3 from 105,000 43’ Spencer, Center Cockpit Ketch.95,000 41’ Carib Center Cockpit cruising sloop.75,000 41’ C.T. Ketch, loaded.68,500 40’ Cheoy Lee Offshore.67,500

32’

MONTEREY MOTORSAILER.

Sloop rig,

diesel, radar, auto pilot, R.D.F., Fatho., refer., etc.

— clean.. .only $23,000

38’ Hans Christian Cutter.87,900

23’ RANGER, ^finished & full race... .try $9,900

37’ Tartan Yawl, loaded.53,500 37’ Islander, new eng., full race.39,500 35’ Alberg — refinished.36,500 32’ Pearson Vanguard — perfect.35,000 32’ Ranger, full race.33,500 32’ Westsail Cutter.try 42,000 30’ Cal — full keel.22,000 29’ Columbia, MKII, full keel.18,500 28’ Pearson Triton.3 from 17,500 27’ Ericson, w/dsl.try 13,500 27’ Santana, almost new.try 19,000 27’ Vega, fuli keel cruising sloop.21,000 26’ Pearson Commander, A1.try 6,500 25’ Coronado — great buy.7,950

24’ FLICKA. Heavy hand lay up glass cruising sloop with 6’ draft & full headroom.$11,000

wmmmmmmmmmmmmmemmmmmmmm■ Page 117

24’ Gladiator, full keel.only 6,500

40’ F ANT AIL MONTEREY. Big diesel, radar, auto pilot, R.D.F.super buy $34,500

Dealers for: Farr 24’ & 30’

SKIPPERS

Yacht Sales

WE HAVE ONE OF THE LARGEST INVENTORIES IN THE BAY AREA Select Brokerage Listings COLIN ARCHER KETCH.95,000 BURGER CENTERBOARD YAWL.250,000 MATTSON SCHOONER...'..86,000 SKOOKUM KETCH.$100,000 CHINESE JUNK.89,500 ALAJUELA CUTTER.100,000 STAYSAIL SCHOONER.47,500 MAPLE LEAF AUX. CRUISING CUTTER.175,000 FRANZ MAAS LITTLE HARBOR YAWL.110,000 ROSBOROUGH.65,000 PETERSON.115,000 WESTSAIL YAWL.140,000 MISTRESS 39 KETCH.98,500 MAX CARTER/N.Z.59,000 SWAN.145,000 PIVER TRIMARAN.41,000 IMPERIAL. 69,500 BENNETT KETCH.47,500 CT.2 from 75,000 STONE KETCH.19,000 NEWPORT KETCH.55,000 HANG NEYH KETCH.27,500

25'6" CONYPLEX SEXTANT. 25’ B. NICHOLS SEAHORSE YAWL...

25’ BALBOA. 25’ PETERSON 2-25.

25’ O’DAY. 25’ FLEUR BLEU. 25’ TRIMARAN. 25’ STEPHENS GOLDEN GATE. 25’ DEBUTANTE. 25’ CAPE DORY. 25’ CHEOY LEE. 24’ BRISTOL. 24’ SAN JUAN. 24'7” SANTANA V* TON. 24\ ISLANDER BAHAMA. 24’ COLUMBIA CONT. 24’ C&CNIAGRA. 24’ FARR 727.

23’ BEAR. 23V COLUMBIA. 23’ S2 7.3.

23’ COASTER.

.*.9,800 .17,900

39’ COLUMBIA-CUTTER RIGGED SLOOP.59,995 38’ ALAJUELA. 90,000

23’ WINDROSE. 23’ MAYA. 23’ CLIPPER MARINE. 23’ ISLANDER. 23’ SPITZGATTER/KLAU. 23'KELLS COASTER. 23’ NEWPORT VENTURE. 23’ BEAR. 22’6” PEARSON ENSIGN. 22’ SANTANA. 22’ COX..

21’ ISLANDER. 20’ PETERSON MERMAID.

.5,200 .8,500 .7,000 .5,500. .6,650 .7,700 .6,500 .2 from 5,900 .4,400 .2 from 5,500 .6,300 .4,550 .2 from 4,000

61’ 60’ 55’ 53’ 52’ 48’ 48’ 48’ 46’ 45’ 44’ 43’ 42’ 42’ 41’ 4V 4V 41’ 41’ 40’ 40’ 40’

38’ FARELLON CLIPPER.36,000 37’ GULF STAR.85,000 37’ IRWIN MARK II KETCH.55,000 37’ FAR EAST GARDEN. 52,000 36’ CHEOY LEE CLIPPER.,.67,500 36’ COLUMBIA. 37,000 36’ MORGAN IO.49,500 35’ RASMUS CENTER COCKPIT.48,500 35’ ERICSON.4 from 38,000 33’ MORGAN O/l.. r.45,000 32’ STEEL SLOOP, aft cabin.35,900 32’ WESTSAIL CUTTER.49,500 32’ CLIPPER MARINE.. . .21,500 32’ BUGEYE KETCH.5,000 32’ STEEL SLOOP, AFT CABIN.35,900 32’ HERITAGE MARINE.33,000 30' RAWSON.3 from 25,000 30' ISLANDER..low price 23,500 30’ PACIFIC.14,000 30’ NEWPORT. 35,000 30’ FAREAST H-30 KETCH.t,.25,000 30’ ERICSON. 22,500 30’ ALBERG. 25,950 30’ COLUMBIA. 5,000 29’ ISLANDER.19,750 29’ TRINTELLA.24,500 28'6" PEARSON TRITON. .2 from 17,750 28’ PEARSON. 29,500 28’ STONE MOTORSAILER.15,000 28' BUCCANEER.12,500 28’ KINGS CRUISER.8^00 28’ COLUMBIA.13)500 28'7" COLUMBIA, 8.7 . 44 000 27’ ISLANDER.. , ^qoo 27’ PEARSON RENEGADA... . . .15,000 26’ NORDIC FOLKBOAT.2-from 6,800 26’ ROY NELSON MOTORSAILER. 10 500 26’ WESTERLY. 14)500 26’ RANGER. 11,500 26’ COLUMBIA MK. II.12,000 1 26’ COLUMBIA MARK 1.10)500

.20,000 .11,000 .*..3,900 .6,400 .3,900.14,700 .11,900 .13,900 .6,800 .4,000 .16,950 .6,950 .14,900 .7,700

Formosa 35’ Ketch

New at our Alameda Sales Dock: Formosa 35’ Ketch. Her 11 ’3” Beam, 4,000# Ballast, & 4’5” Draft make the 35’ Formosa Ketch a stable & comfortable cruising ship. You will fall in love with the hand-rubbed hardwoods & brass, as well as the room to move about freely. Ideal for entertaining or living aboard. Comes equipped with 25 H.P. Volvo Diesel, Hot Water Shower, and Much More!I Designed by Angeman & Ward. Base price: $49,500.

22’ COLUMBIA 21’ ISLANDER.

.5,000 2 from 4,500

BANK FINANCING AVAILABLE/BERTHS AVAILABLE FOR ALL BOATS

1535 Buena Vista Ave., Alameda No. 12 Marina Blvd., Pittsburg

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(415) 522-6500 (415) 432-8722

gum ewe YacHT sans CRUISING CONSULTANTS

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PERSONALIZED SERVICE_

JSSSSs-

Located off I 780 between Vallejo and Benicia I

PHojfiy COVE ROAD VALLEJO

— w/s/g r7Q7) 557.-or (41 tS) **>• u —■—

lEglMS^llNANCING, INSURANCE FOR ALL BOATS WE SELL

37’ CT CUTTER, 1978. Custom design throughout, excellent interior for long distance cruising & living aboard. $100,000

37’ SEABIRD KETCH, 1975. Spacious center cockpit cruising ketch. She is fully equipped for liveaboard.$67,500

31’ VAN DAM SLOOP, 1959. Bronze fastened mahogany on oak frames.

Clean & well maintained. Good equipment. .....$17,950

38’ DOWN EASTER CUTTER, 1975. Very well maintained & loaded with equipment. Lots of cabin room. U.S. built to Lloyd’s specs..$70,000

BROKERAGE BOATS 18’ ‘55 MERCURY.$ 1|40o 20’ ‘67 CAL-20. ^600 22’ ‘75 TANZER.9,000 23’ ‘69 SAN CLEMENTE.6,800 23’ ‘74 DUFORE QTR. TON.12,900 24’ ‘78 J-24.17,000 24’ ‘74 SEAFARER.9,600 24’ ‘68 ISLANDER BAHAMA.7,000 25’ ‘73 SANTANA. 11,500 25’ ‘78 LANCER w/trailer.13,500 26’ ‘77 CHRYSLER SLOOP.14,500 26’ ‘76 S-2, dsl.24,950 27’ ‘77 CATALINA, inb.17,500 28’ ‘77 ISLANDER.35,995 28’ ‘77 WESTSAIL, diesel.46,900 29’ ‘79 TRINTELLA, full kell, dsl.26,500 30’ ‘76 CLIPPER MARINE, must sell.offer 32’ ‘77 O’DAY, aft cabin, dsl.42,000 32’ ‘36 ROGUE.9,000 32’ ‘74 CHALLENGER.42,500 32’ 72 VAN DERVLIS, steel, dsl.32,500 34’ ‘61 NICHOLS YAWL.29,900 35’ 74 ERICSON.^. 44,500 35’ 78 RAFIKI.{......59,500 36’ 74 PEARSON.59,000 .36’ 71 ISLANDER, full race.50,000 37’ 75 SEA BIRD KETCH.67,500 37’ ‘56 RHODES SLOOP.47,500 37’ ‘65 GARDEN KETCH.49,900 37’ 78 CT. 100,000 38’ 76 DOWNEASTER.70,000 ,40’ ‘68 GARDEN KETCH.77,850 41’ 76 MORGAN O.l.89,500 ,41’ 75 NEWPORT .... . 95,000 41’ 7? CT 41, aft cabin.73,000 45’ ‘47 CANADIAN STEEL KETCH.56,000 45’ ‘62 MOTORSAILER.110,000 47’ 74 STAYSAIL SCHOONER.76,000 47’ 72 COLIN ARCHER.95,000 50’ 75 CUSTOM SLOOP.220,000 50’ ‘29 STONE YAWL.75,000

40’ PILOTHOUSE CUTTER, 1988. Red cedar strip planked Atkin double ender.

Perkins dsl., Avon, vane, aft cabin. . .$55,600

Page 119

35’ RAFIKI, 1978. Top condition & well equipped. A fine example of this popular boat.$59,500

37’ RHODES WHISTLER, 1956. Beautiful wood cruiser with teak decks, Mercedes dsl., autopilot, wheel steering.. .$47,500

40’ GARDEN KETCH, 1968. Recently built wood cruising boat with pages of inventory. Outstanding construction & ready to go.$77,850

29’ TRINTELLA, NEW. Here’s a chance to complete a true ocean cruising boat & save money. Hull built to Lloyd's specs. & finish work by a professional shipwright. Call for details.$26,500 /

wave traders For those who do not choose to compromise ...

CONSTELLATION

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CONSIDER A WINTER HAUL-OUT At our yard in San Rafael, we can haul your boat, and you can do your own work or have us do It for you. There is no lay-day charge when it rains. There is no lay-day charge In any case If we do your work. So why not miss the spring rush? Go sailing while others are scraping and painting. With our policy of discounting paint prices and no lay-day charges while we work on your boat, you may be surprised to find how little It costs to get your bottom painted. And, if It Is time to refinish that shabby looking gel coat, Wave Traders has an expert poly spray painter, and again with our cheaper paint prices and no lay-day charges, we are good, and also competitively priced. \ PRICES: $2.50/foot to haul and launch 20% Discount from list on all paint $ .50/foot high pressure cleaning Lay-days: $10.00 per day $3.00/foot per coat for bottom painting Topsides spray painting estimates made by appointment Call Mike Galmukoff at (415) 453-0434 to make an appointment.

SPECIAL VALUES SUBJECT TO PRIOR SALE 5 HP Seagull.$ 175 3 HP Seagull.

175 5 HP Evenrude.200 20 HP Yanmar dsl., new.2700 Power winch, used.100 Power winch, new.180 3 sets Davits; from.!.100 MKII Steering vane.300 Bronze Anchor rollers.113 Metzeler Brigant, new.1150 79 Honda 10 hp, new.643 Silva Compasses, new.47

SELECTED YACHTS ' 28* 28’ 29’ 30’ 30’ 32’ 34’ 36’ 37’ 39’

Hawkfarm. $26,900 Kings Cruiser.12,800 Cal.29,900 Yankee..

31,500 Dufour arpege.36,900 Traveler....49,500 Columbia.

31,000 Cal......:.38,500 Tartan .. .. 53,500 Herreschoff.

34,900