NEWSLETTER -- August 2002


(what's in this issue)

How to contact us
Good Old Boat Magazine
7340 Niagara Lane North
Maple Grove, MN 55311-2655
763-420-8923; 763-420-8921 (fax)

Karen Larson, Editor
Jerry Powlas, Technical Editor
Mary Endres, Newsletter Editor


Want to look up a previous newsletter?
We've added an on-line index of all the Good Old Boat newsletters at:

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Looking backward five years

As Jerry and I are preparing for vacation in the first two weeks of August, it occurs to me that it was on our vacation in 1997 that we hatched our plan for Good Old Boat. That was five years ago. We traveled on Lake Superior farther than we'd ever gone before . . . ironically the same place we're heading this year for the first time since then. It was a 40-hour crossing on our cold, cold lake. We were just getting into the routine of watchkeeping when we arrived at the Slate Islands, tired but exultant.

While there, we did some brainstorming. Jerry'd just left his engineering job, and we were wondering what dream he should pursue next. We'd toyed with the idea of buying our regional sailing magazine, Northern Breezes, but it wasn't for sale. Still, that thought lingered on, and we discussed other options such as starting a small weekly in one of the lakeshore towns.

Eventually we decided to focus on the boats that no longer had manufacturers or active class associations to support them. This concept has been expanded and refined, of course, and the focus is no longer on the "orphan fleet," as we called it then.

We considered naming our new magazine Prevailing Winds, because these sailboats have prevailed through thick and thin and -- for the most part -- outlasted their manufacturers. That name, it turned out with a search of the Internet, was taken. A new magazine with that name had just been launched and appears to be in production yet today. Here's how it is described on the 'Net today: "A journal of current events, politics, history, and health. PW researches and explores government corruption, abuse, and political assassinations. PW probes the relationship between the CIA and international narcotics trafficking. Only $6.25 per issue . . ."

We figured we wouldn't compete for the name with folks who are interested in political assassinations, among other things. Jerry wasn't fond of using the word old in the name, but Good Old Boat (a takeoff on Don Casey's book, This Old Boat -- itself a takeoff on the popular television show, This Old House) kept coming up. So we finally adopted that name. In retrospect, we think it expresses our mission better anyway.

The following summer we came out with Volume 1, Number 1, in June. Many of our readers have been following the rest of the story since then. We thank all of you - new and old - for taking this voyage with us!

Surf our pages
By the way, the Internet is what made our launch possible, and one of the best things we did was to begin our collection of owners' associations and independent contacts for sailboats. That list is huge and the way many new readers find us. But it's not something we update unless people tell us about new sites, links that have gone cold, and contact names that should be added. Why not "surf around" in your boat's part of that list, on our behalf, and report back on any changes, additions, or bad links? We'd be much obliged:

While you're on our site, have you seen the "baby pictures" lately? I have a lot of fun with these pages using the photos readers send us of their boats. We posted a summer batch recently (we change these pages approximately three times a year). This is a fun page to wander about in:

And check out our Commercial Wharf, too. It's beginning to mature into something nice as well:

Our other jewel in the box is the Directory of Marine Suppliers. It's gaining momentum and growing into a very useful tool for our web visitors:

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What's coming in September

  • Sailboat articles include a Frances/Morris 26 review, a Cheoy Lee 35 feature boat, a Pearson 26 upgrade, and the history of C&C Yachts.
  • On the serious side, we've got Don Launer repowering his schooner (diesel to diesel); Ted Brewer, eloquent as usual, on rudders, skegs, and spades; Part 2 of the Baja preparations article by Roger Ross; and a look at Chesapeake Light Craft by Steve Mitchell.
  • For fun we've got a midlife "affair" with sailing, a partial chapter from Dieter Loibner's new book on Folkboats (our piece focuses on Jester and her sailors Blondie Hasler and Mike Richey); and an art spread to take your breath away.
  • Simple solutions . . . quick and easy . . . book reviews . . . reflections . . . last tack . . . mail buoy . . .

    Speaking of book reviews
    By the way, we keep dropping Good Old Boat ads out of the magazine to make room for more content (have you noticed that we don't give space to hats and shirts anymore -- and with the September issue the Good Old Bookshelf is gone, too). It's not that we're not selling hats and shirts . . . we are! But we don't have enough room to sell them in the magazine. They're still available online. Same thing with the books. In fact books are flying off the shelf with our online orders.

    Still, it was not enough to drop these pages from the magazine. So with the October issue of the newsletter we'll move the book reviews out of the magazine and into the newsletter. You'll find them in the September issue of the magazine (we just got this brainstorm!), but their days are numbered!

    One last plea
    One last plea before we turn this issue of the newsletter over to our readers. This year the magazine has finally become large enough in terms of circulation to become a "real player" in the marine market. You may well ask what number turned the tide for us. We printed 17,000 of the July issue. The September issue will have a printing at least that large. As evidence of our growing credibility, you'll notice that our advertising space is growing. The biggest plum is the full-page color ad for the Annapolis Sailboat Show which will appear in our September issue. This ad includes a coupon to send in for tickets.

    The plea from Good Old Boat is this: If you are going to the Annapolis show, October 10-14, please use OUR coupon! These things are coded (ours says GOB/SEP) so the boat show marketing folks know which ads worked for them. We'd like them to come back next year, of course, and we're hoping you'll show them why they should. Our argument to them was that some of our readers aren't reading the other magazines. This is true. But now we have to put some coupons where our mouth is! We know, we know, some readers won't cut up their copy of Good Old Boat. But make a photocopy or something. Show them you're out here! (Oh, and thanks from us for doing so.)

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    Boat shows

    Here's one we haven't listed yet:
    The Fort Lauderdale International Boat Show is set for Oct. 31-Nov. 4. For more information: Yachting Promotions 800-940-7642, <>.
    An oversight
    We got this from the folks at the McNish Classic, after running information in our April newsletter, "The phone listing for the McNish Classic doesn't make any sense, The correct number is 805-985-3540."
    Louise Ann Noeth
    Stranger still, we didn't list a phone number. (Maybe that's why it didn't make sense.) We just listed an email address. It is

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    Bugs uggh!

    Lake Superior has its charms. It also has its black flies and mosquitoes. Given a choice between these two, we'll take the mosquitoes. The flies come in droves. Sometimes they bite. But even when they're not biting, their sheer numbers are horrifying. They're not a problem for the entire season, but when they are, we'd prefer to be anywhere else.

    So our question is: what bugs haunt your cruising ground and what do you do to kill or coexist with them? If you don't have any flies, mosquitoes, or no-see-ums at all, where are you sailing? We'd like to at least dream of your place when we're waging "the war of the flies."

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    September 11: A reminder

    A satellite photo of the East River approaches shows one boat just to the east of City Island on September 11. That boat was the Otter. Otter's owner Doc Haberle writes: "In September of 2001, I left for a solo trip to the Chesapeake, on my boat the Otter, a little 23-foot Rob Roy, yawl. I was nearing New York City, on the third morning of the trip: the log says 6:30 a.m., the wind was 65 degrees F and 12 to 14 knots from the north, the sky was bright blue. I enclose the rest of the story. It was the morning of September 11.
    The Twin Towers were
    landmarks in the ocean's haze.
    My morning's heading where
    10,000 people, looking down,
    would be jealous of this sailor
    so free in the New York Harbor
    on my yawl, the Otter,
    only 23 feet long, but with huge horizons.
    The cool breeze of this bright blue morning
    found me on a passage to the Chesapeake
    with two weeks ahead and three days spent.
    As other buildings began to emerge on Manhattan's skyline,
    I was about to duck below to make some coffee before
    entering the uneasy waters of Hells Gate,
    when I noted the glint of aircraft,
    too low over the East River.
    Then there was a plume of smoke rising
    from the Tower ahead of the Otter's bow.
    Caffeine prodded the brain - "Too unusual!"
    My Marine radio, silent since 6 a.m., barked,
    "All boats stay away from the Statue of Liberty!"
    As I watched, a deadly orange flame burst
    from the second Tower,
    quickly becoming a huge black mushroom cloud.
    Turning on FM radio I heard hysteria flaring, "Terror attack!"
    It was 35 seconds before I heard
    the sound of the second explosion,
    just as the voice of the Coast Guard Radio,
    now sounding deadly as a rifle crack,
    "The Harbor is Closed!"
    I turned off the outboard, and slacked the sails, and
    as I watched, one of the towers melted into the skyline,
    becoming a white cloud of dust and souls,
    spreading southward in the wind,
    like a leviathan over the harbor's waters.
    How strange to see just one tower - alone!
    With the tiller hard over, the Otter turned,
    then the second tower sank and was gone.
    No landmarks at my stern,
    I became as disoriented as the city and my hedonistic nation,
    with its designer camouflage clothes,
    Madonna's breast, Michael Jackson's nose,
    and a president of oil fame who frequently says,
    "We'll go it alone!"
    But we are not alone!
    Many people are a part of this dust
    where the Twin Totems had marked the city sky.
    I felt the sun swung around
    as I turned the Otter to take a photo
    of the smoke of our ancestors' campfires.
    Yet the sun had not moved.
    Its steady passage is still unchanged,
    as society twists and gropes
    through its failed structures,
    with so much information and so little knowledge.
    The public response no more than
    the reflexes of the demons within us,
    for knowledge and morality emerges slowly
    in the long cold passages of time,
    not in the passions of this or any other fire.
    It was time to go home to Noank!
    A three day's trip from New York, but changed,
    for now I thought of the nuclear power plant, the sub base,
    and the infections of Plum Island.
    The Otter sailed home
    through a different world.

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    Mail Buoy

    About wire size
    I have to disagree with your recommendations that 16- and 18-gauge wire have no place on a boat. Wiring for low-current devices like compass and windex lights, fuel gauges, hour meters and less than .5-amp instruments can be safe with 16- or 18-gauge wire provided that it is fused (breakered) appropriately. Its tough enough to route the smaller paired wire to these devices.

    I agree with the sub-panel approach. I have a main DC breaker panel right next to the batteries and battery switch. It's organized like a house breaker system to protect the wires. Each device has its own fuse at its DC input. My DC switch panel has meters and switches for instruments, and each light. Radios and cabin lights have individual switches.
    Greg Mansfield

    Jerry, I enjoyed your editorial, "Defiant confession," in the latest issue. Near the end you state, "most of the advice in the yachting press is good advice," but that "sometimes we (the yachting press) restate the same opinion so often that it seems to be fact when it is frequently retold folklore." I agree.
    I then proceeded to find proof of this in the sidebar, "More current practice," in the same issue, written by none other than you, yourself! In this sidebar your #1 recommended practice is, "Never use smaller than 14-gauge wire for anything. Period." Nothing could be farther from the truth. It is impossible these days to wire a boat and live by this standard, the reason in a nutshell being instrumentation. 14-gauge wire is massive overkill for electrical signals, as distinct from electrical power, and consequently manufacturers don't use it, particularly as it enables them to build smaller and less expensive packages. The external connectors on instruments are also correspondingly small and in most cases impossible to connect to with huge 14- (or even 16-) gauge wire.

    Even the power requirements of instruments typically involve currents measured in tens or hundreds of milliamperes and can be easily handled by 18-gauge or smaller wire. I challenge anyone to find a boat instrument that does not use small-gauge wire, especially if you open it up and look inside. The relatively tiny 20-, 22-, 24-, and perhaps even 28-gauge wire commonly found in instruments survives the folklore Vibration Demon and gives us years of reliable service.

    This "rule" should be eliminated. Instead, one should simply adopt your editorial recommendation of "use common sense." Size the wire according to its electrical requirements. Then deal with any mechanical requirements (strength, vibration, etc.) with other means, of which there are many: bundling with other wires using cable ties or spiral wrap, attaching to the boat with cable clamps, using heat shrink tubing, and so on.

    I should also mention the similar "rule" against soldering. I challenge anyone to wire up an instrument cable connector without having to solder! The resulting "hard section" is easily dealt with by using heat-shrink tubing, especially the thick-walled adhesive-lined kind, which is also good to use from a corrosion point of view.

    Wiring a boat -- like life itself -- becomes so much easier when one just uses common sense, not hard-and-fast rules.
    Steve Hodge

    But wait a second!
    In the matter of using wire smaller than 14-gauge, there is certainly no harm in doing so in a dedicated supply to a very low load circuit such as a piece of electronic gear. My comments were in response (perhaps an over-response) to the incredible complexity of some published tables for selecting wiring. As an example, my copy of the ABYC sections E8 (AC wiring) and E9 (DC wiring) have very complex selection criteria. At the far end of both tables, is an "allowable amperage" of 25 amps for 200-degree C insulation 18-gauge wire. This is for two wires either inside or outside an engine space. Perhaps there is some reason why manufacturers might need to use very high temperature insulation on 18-gauge wire and drive 25 amps through it, but I can't think when that might even remotely be a good idea. It is certainly not a good application for 18-gauge wire, and certainly not something the average person should even consider when repairing his or her boat.
    This topic can get complex in a hurry, and I was trying to say something the average person making repairs or adding new circuits could take away with them and remember. At the risk of making the topic too complex, as you probably know, excluding SAE wiring, which is actually small for its gauge, the rate of heat generation in a wire of a given gauge is the same no matter what the quality of the insulation of the wire. Expensive high-temperature wire simply has insulation that will allow the wire to run hotter without making the insulation fail. The 200-degree C insulation on the wire in the example above can withstand being heated to that temperature (392-degree F). Put another way, the more amps you run through a wire, the hotter it gets. This is because the wire loses the heat by being hotter than its surroundings. This is proportional. The more amperage the wire carries, the hotter it must run above its surroundings. If you drive an 18-gauge wire at 25 amps, it's going to get very hot. Too hot for common sense. If it has 200-degree C insulation, it is going to survive, but the things around it are going to be exposed to high temperature. Why do that?
    If you don't use 18-gauge wire you won't do that. In the matter if filling crimp connectors, I am not above taking a few strands out of the 14-gauge conductor to allow it to fit in the 18/22-gauge connector when I'm connecting to a smaller conductor. A better technique is to use the larger connector, and strip the 18-gauge or smaller wire back to about twice the normal amount and then double it over to fill the crimp connector. I've used this technique in actual production.
    The critical point here is that if you don't add new circuits in 18- and 16-gauge wire, you don't need quite so much inside knowledge. There are still ways to use 14-gauge wire effectively for most everything since you are not actually building these electronic instruments.
    Should it be a "rule" that you don't use 16- and 18-gauge wire on your boat? No. "Rule" is way too strong. Should you drive 18-gauge wire to 25 amps? Well, maybe there should be a rule against that, or maybe common sense will protect most everybody who encounters that listing in the published tables. I hope so.
    Jerry Powlas, technical editor

    Popular good old boat
    I just wanted to let you know that a good old boat has become quite popular (at least with the Spencer Yacht Owners Group). Haulback, hull #50, a 35-foot Spencer entered the 2002 Singlehanded Transpac. Haulback (a logging term) is owned and skippered by Jim Kellam of Vancouver, BC, and was sponsored by Seaspan, Jim's employer. They departed San Francisco June 15, and Haulback finished in Hawaii on July 1 in 16 days -- first in the fleet of displacement yachts and first overall. Jim was also awarded the Navigators Trophy.
    He did a wonderful job of refitting the Spencer and rigging her. We have provided a few webpages with photos and details on what Jim has done. We linked to the Transpac site and tracked all the vessels en route. We are quite proud of Jim and Haulback. They have exceed all expectations. To have a look at the site, go to <>.
    Another well-known sailor in the race was John Guzzwell with his 30-foot Endangered Species. He and his former vessel, Trekka, are dear to the hearts of sailors from British Columbia (and around the world).
    Ron Blackwell
    Another Spencer 35, by the way, made its own history as the boat of Hal and Margaret Roth. Our hats are off to Jim Kellam and Haulback.

    One more round on the drag device issue
    You may recall that Cary Deringer wrote an article on sea anchors and drogues in our January 2002 issue. By the May issue, the Mail Buoy column was filled by comments on the subject by Lin and Larry Pardey and by Cary's response. We received another round from Zack Smith at Fiorentino Para-Anchors. Space was tight in the September issue, as we've already mentioned. But here are his comments on the subject:
    Recently I completed a series of open-sea tests of drag devices that I designed for U.S. military use. These tests took place under different sea and weather conditions, including storms. When I was done I headed back into port and took some time to catch up on my reading. I started with the May issue of Good Old Boat. What caught my eye was a letter written by Lin and Larry Pardey called "No Silver Bullets." It was a response to an article written by Cary Deringer that appeared in the January issue. As I read it, I found myself disagreeing with the Pardeys' blanket generalization of all drag device companies.
    In their letter, the Pardeys claim para-anchor and drogue manufacturers "capitalize on our fears" by using scare tactics to sell their products. They go on to emphasize that ". . . brochures, manuals and sometimes elaborate-looking books created by the gear salespeople" reinforce their claims.
    Additionally, the Pardeys attack drag device manufacturers and distributors for having little to no seamanship experience. While I'll agree that most manufacturers of drag devices have limited experience on the water, Fiorentino isn't one of them. To date, Fiorentino Para Anchor is the only drag device manufacturer made up of commercial fishermen and experienced sailors who regularly test para-anchors and drogues in real storms with power and sailboats of all sizes.
    The Pardeys contend that incapable vendors regularly recommend oversized products for profit and are ". . . unaware of the excessive strains this oversized gear can exert on the boat." Larry Pardey and I have discussed this topic face to face. We agree that it doesn't take a very large para-anchor to steady a vessel in a storm. It's how a sailor rigs the para-anchor that heavily influences what size anchor is needed.
    In most cases, monohull sailboats that heave to can use a smaller para-anchor. That's because the boat's hull creates more resistance when it drags through the water laterally. The bigger and heavier the vessel, the easier it is to use a relatively smaller para-anchor either in a heave to position or straight off the bow.
    Big boats tend to catch more wind, which keeps tension in the para-anchor system. Heavy boats don't swing back and forth at the anchor like small vessels. A smaller sailboat using a para-anchor off the bow to keep its head into the sea should consider a stern riding sail to keep tension in the system. The riding sail essentially catches wind, so the boat sails backward at a fast enough pace to keep continuous drag from the anchor.
    Excessive strains on a boat are a direct result of the para-anchor system being allowed to go slack and then tighten up. A deflated parachute or too much rode paid out are typical culprits in this scenario. Slack in a para-anchor system means the drag device is not holding your vessel in place and that you are momentarily drifting as though lying ahull. The energy created as the para-anchor grabs hold of the water whips the bow of a boat head to sea. This action places heavy strains on the drag device and your boat.
    Some vendors recommend oversized anchors because the additional drag from the anchors removes slack in the system. Research vessels and fishing boats may wish to use larger anchors because they typically use the products in lighter wind conditions. Unfortunately, oversized anchors when used in heavy weather can place additional strains on cleats, chocks or fairleads.
    With appropriate gear and instruction, drag devices are easy to work with. In her article, Cary Deringer took the time to research all available sources on drag devices and learned how to deploy and retrieve several different systems under my personal guidance. As I told her, research and practice takes the mystery out of any storm tactic.
    My best advice for boaters who are considering the purchase of a drag device is to gather as much information possible from leading U.S. manufacturers and to take plenty of time to make their decision. Additionally, boaters should develop a list of questions when researching equipment for their boat and situation. For example, what is included with a purchase? What other costs are involved? And how does one rig a para-anchor to a particular boat? Ask about the company's history. For example, did the company have any product recalls? Once boaters have these answers, they can make an informed decision and avoid costly mistakes.
    Zack Smith
    Newport Beach, Calif.

    Industry FREEbie?
    To my surprise and delight, my first mailed copy of Good Old Boat arrived the other day. I was engrossed for at least several good working hours and didn't really get much done at the end of the day. Yet I still have more to read. I get two publications I pay for, as well as the boating industry freebies, and all of these (except yours) I view lately as junk mail. I just don't have time to sit down and read them, and I kind of know what is in them without opening the pages. Along with my cherished copies of WoodenBoat, Good Old Boat back issues will be moving with me if or when I move again.
    Geoff Trott
    Airhead Dry Toilets
    Allow us to explain: We don't think of Good Old Boat as a "freebie," but if you are an advertiser, as Geoff is, you betcha you'll get a copy of each issue! Running an ad is an expensive way to subscribe, but Geoff says our readers are checking out his unique marine head, so it's worth it.

    A news release worth releasing
    Here's a news release we thought worth sharing:
    In a move that illustrates the company's confidence in its main product line, Fortress Marine Anchors has increased the length of its parts replacement warranty from three years to the lifetime of the product. According to Brian Sheehan, Fortress customer service manager, "Any anchor can get bent if it gets caught in rocks. With other anchor brands, the boater may find it difficult to have the damaged anchor repaired or replaced. However with Fortress anchors, we will simply replace any anchor part that is bent under any circumstance. We just ask that our customers call, fax, or send an email message to the company, and for a nominal shipping fee, a new part will be sent out immediately." The new warranty is being offered as an unlimited warranty, so there is no hassle with receipts or questions. Requirements for the customer to send back the damaged anchor parts to Fortress are also eliminated.
    Fortress Marine Anchors produces a complete product line of anchors and anchor storage bags for vessels ranging from dinghies to mega-yachts. Contact Fortress Marine Anchors, 1386 West Road, Fort Lauderdale, FL 33309. Phone: 800-825-6289 or 954-978-9988; Fax: 954-974-5378; <>; <>.
    Fortress is also offering a free safe anchoring brochure, which may be helpful for many sailors. You can get the brochure by calling 800-825-6289, and you can view and print it online by going to <>.

    One thing more of interest
    We also got word of a new diesel forum for online-aholics:
    Diesel-Talk, recently launched by, a British group. To try it out, go to: <>.

    Fantasy come true
    I had to stop and take just a second to thank you for your magazine. It's really a fantasy come true for me. I work at a Home Depot here in California, I'm a dad with a son in college, and I do missionary work in Mexico taking food to the poor there. When reading Sail magazine and looking at the $500,000+ boats advertised there, I always wished someone would come out with a magazine with good old boats like the ones I could afford. I've owned quite a few of the old Coronado, Islander, Catalina, and Daysailers, and come Monday, I will be affording myself a brand new (to me) 1967 Cal 25. I can't wait. Again, thank you.
    Mark Kaufmann

    Affordable dream
    I gave my West Wight Potter to my daughter a couple of years ago when I got a 1979 Catalina 25. This was a yard boat which I purchased for $2,500. She was in excellent shape except for needing a good cleaning and a coat of bottom paint. She had a jib, genny, spinnaker, and main all in good to very good condition. The only major need was an engine. I bought a new 15-hp Merc 4-stroke. The other improvements and upgrades are being made as I see a need and can afford it. It is indeed possible to get a good boat at an affordable price.
    Ed Zeiser

    Small world after all
    Thanks for the reprint of your June 1999 article on the Pearson Commander. I would like to relate an interesting story about it. Over the Memorial Day weekend, my girlfriend and I sailed to Tilghman Island on the eastern side of the Chesapeake Bay for an overnight stay. While docked at the marina, we saw a Pearson Commander with a light blue non-skid deck motor by. On board were a man and woman who both looked like experienced sailors. I took notice since it was the first Commander I had seen out on the bay. Last week as I read the reprint, I slowly realized that the couple/Commander you profiled in the article was the couple/Commander that I saw several weeks before. What a small (sailing) world.
    Michael Hunsicker

    Thanks for the confidence
    I discovered your magazine a couple years ago when I just started looking for my first boat. (I was strictly a low-time daysailor with more aspirations than knowledge or skill.) After reading my first copy, I ordered all the back issues then available -- all but your first year, and I would have gotten them if I could.
    I searched up and down the Chesapeake Bay for almost exactly one year before buying a 1979 Sabre 34, hull #55, since renamed Heidi. After more than a bit of work over the winter and spring and now with my project list down to generally cosmetic and relatively minor issues, I appreciate how much Good Old Boat gave me the confidence to search for and information to plan and bring Heidi up to (nearing) her potential.
    I have also ordered sample copies for three friends. One is now a subscriber.
    Ben Childers
    Ben, it's people like you who help our little "community of sailors" grow. Thanks for everything!

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    Looking for

    Ditch kits
    Just a thought on your survival kit: for any cloth or anything you need to have waterproofed, find someone with a vacuum sealer and seal it. You remove most of the air that way so the cloth items fit in much less space, and the pack is then watertight. Also be sure to have a supply of your medications, vacuum-sealed. Ted was involved as an expert witness in a lawsuit where the flares got wet after a boat was rolled and dismasted. One man died of hypothermia. Vacuum-sealed flares could have saved his life!
    Betty Brewer
    (Yes, there is a Mrs. Ted Brewer, and she's just as nice as he is! -- Eds.)

    And furthermore on ditch kits
    We got a phone call from David Lehman who says he learned long ago that honey is a perfect thing to have along. It is both a food and an antiseptic. Yes, an antiseptic. David says he's been putting it on wounds for years. There will be more on ditch kits in an upcoming copy of the magazine. As usual, we got some great ideas from our readers.

    How about the Scankrydser 22?
    If you look it up, you will find for the Scankrydser or Scan 22 designer Aage Utzon's name but no year of construction. Another name is Svend Sandersen. He took over the original design, changed it a bit mostly inside, and launched it as the Scan 22. All indications point out, that the Scankrydser was the first production GRP boat designed in Denmark, designed and built in the early '60s. The Scan 22 was produced for about 12 years, the first in Sandersens Boat Yard, Copenhagen, the last in Nibe Boatyard. Did any of these boats end up among classic GRP boats in the U.S.? Both the Great Dane 28 and the Sagitta 30 double-ender, Utzon designs, are mentioned in your pages.
    Erik Sander

    Medical books you'd recommend?
    My husband thought there was a discussion regarding medical guides in one of your issues, but he can't find it. So I am hoping you could recommend a book to have onboard to cover medical emergencies that occur offshore and are beyond first aid?
    Mary Shidlowski
    We had a couple of good medical articles in the July 1999 issue (we can sell reprints, if your copies don't go back that far). But we didn't really recommend any books. There are quite a few out there, and we even have one on our boat (but since I haven't had to use it, I'm not sure I can even recommend that one). If you find a book you think is good would you let us know?
    Karen Larson

    Here's the answer
    Thanks for checking. I've been looking through a book titled The Onboard Medical Handbook: First Aid and Emergency Medicine Afloat, by Paul G. Gill, Jr., M.D. It seems quite comprehensive, including diagnosis and treatment for many cruiser-specific situations as well as an extensive list for a dental kit and a medical kit.
    Mary Shidlowski

    And some further advice
    Dana Salley wrote, "We are looking at a Baba 30 that is gorgeous on the outside, but inside was hosed by someone who did not know how to do the teak. Someone told us it is more work than they think we can take on and that it would require a two-step something; but I know there are strippers out there that are not caustic that might do the job.
    Dana Salley
    We sent this question to Cathy McIntire who owns the Baba 30, Kahlua, which was our feature boat in March 1999. If ever someone understood wood, it was Cathy.

    Teak advice to Dana
    I certainly am no expert on teak, but I am happy to share with you any information from my experience which might be of help to you. Our teak needed quite a bit of help when we got the boat. I found the Brightwork book to be wonderful and followed Rebecca Whitman's directions closely for the interior teak. I used her oil sanding method for all the walls, and it is fabulous. Not difficult and works like a charm. You simply brush on the oil using a foam brush, let it soak in for a short time, then use wet-dry sandpaper to sand it into the wood, sanding with the grain. Amazingly, the oil all disappears into the wood! Then you buff it with a cloth and let it dry, buffing away any little beads of oil that bleed back out. You can repeat this process, as I did, using finer and finer sandpaper. I got carried away and even used 1000-grit because it just felt so velvety smooth afterwards. It is a marvelous technique.

    We also used Whitman's method for refinishing the cabin sole and were very pleased with the results. Like you, we were concerned about using a strong stripper on the sole that would have to be hosed off and would be terribly toxic. Instead, we used the two-part hydrogen peroxide bleach made by Daly's. It is wonderful, and you just wipe it off with a mixture of water and alcohol. You reapply it a second time and leave it overnight. The book is right: you come back in the morning and it really does look like fairies came and gave you a new floor! You couldn't even see the holly strips in ours before doing that, but it cleaned the wood up beautifully.

    We also use Daly's Seafin Teak Oil, which Whitman recommends, and we have found it to be excellent. Whitman refinishes Swan sailboats, so she knows a thing or two. And the book is a fun read, making a nice "coffee table book," though now that we live aboard, we don't have a coffee table. The best thing about Whitman, though, is that she gives very explicit directions, right down to the smallest details.

    The only place we don't follow her recommendations is on the exterior teak, where we use Sikkens Cetol, followed by Sikkens Cetol Clear. Much easier than varnish, yet everyone comments on the "varnish work." However, we did use her method for our teak decks, trimming the caulking as she describes.

    I did eight coats of varnish on the cabin sole using Interlux Schooner varnish, and our oil-sanded walls and our sole have lasted wonderfully for several years. We are only now looking to do some maintenance work on them. Please feel free to write with any questions you may have. Best of luck to you!

    The phone number we have for Daly's is 800-735-7019. We haven't found their products in any store, but they are great about taking orders and shipping out the teak oil and stripper.
    Cathy McIntire

    Is this the same everywhere?
    We are running out of mooring/marina space here in Savannah which is one of my reasons for selling one of my boats. The marina land is being turned into condos right and left. The only new marina is just over double my current rate per foot for a marginally acceptable slip. Is this happening everywhere? If you haven't already, that might be a topic for an article in the magazine. The industry wants more people boating, but if you own a larger boat, most of us are either priced out of it because of mooring, insurance, and outrageous upkeep/boatyard costs or simply cannot find a place to tie up. The municipalities here, the one group that has the wherewithall to work on the problem, just bury their heads in the sand. I don't get it.
    Guy Fred Lucree

    Dog on board
    My question might not be considered technical by a lot of people . . . but there is no question that we use extra gear and techniques to manage to sail with our black lab (Ruby). It's a trick getting Ruby in and (moreso) out of the dinghy and onto the boat (Pearson 26). We have a good life jacket for her -- with a handle for the couple of times a year that she winds up overboard (always at the worst time ever). I wondered if you could point to other tips and tricks for sailing with pets?
    Elizabeth D'Wolf

    Wrong name on the transom
    Maybe you can help me. This is the situation. My husband has his ex-wife's name on his boat. As you can probably understand, I would very much like to change it. But according to the bad luck situation with changing a boat's name, we are thinking about changing the ownership because my husband said it can be changed only if it has a new owner. So he is thinking about putting it under my name, his father's name, or in the name of one of his children. Please let me know how to go about this with the government, etc. Please advise also on the entire boat change story. Any help would be greatly appreciated again.

    A renaming ceremony should be enough
    I know very little about changing the ownership of a boat, but would advise your husband that the reasoning and traditions of the sea do not really require it. Much of the folklore of the sea seems strange and sometimes silly, but has a basis in fact or at least utility. Much of the folklore was needed because the men (and sometimes women) of the sea were often tough, self-taught people with little formal education. They were not fools, nor stupid, just self-taught. That makes something like "red sky in the morning, sailor take warning" very useful to a fisherman who must support his family by going out to sea almost every day of his life.

    In the case of name changes, I suspect the dynamic was as follows: some ships were good ships and their reputation spoke for itself. Sailors would ship on these vessels in the hope of humane treatment from fair and skilled masters and also the hope that the vessel itself was well-found. The opposite types of ships, in poor condition, with harsh and/or stupid masters also got a reputation, and it was, naturally enough, not a good one. I suspect that these vessels were disposed to change their names every so often in the hope of shedding their bad reputation and so being able to again acquire cargoes and crews.

    If all that was changed was the name, a sailor could indeed conclude that it was "bad luck" to sail on a vessel whose name had been changed. In this way, the folklore would protect a sailor.

    I am not a particularly superstitious person, but I do honor many of the superstitions of the sea. This comes of sailing in Navy ships and in small craft. There is always a coin under the mast of my boats. This is a tradition which goes back to the days where, if the coin were easy to access, it would surely be stolen by the crew, the stevedores, or perhaps even the passengers. However if the ship were dismasted, the coin would be accessible and was intended to help buy passage for the crew to their home port. The Canadian dime under my mast won't buy much passage for the crew, but it honors the tradition.

    I suspect that all your husband and you need to do is honor the tradition in your own way, and then change the boat's name. I'm sure you may keep the ownership the same and it will bring no bad luck. After all, beyond any consideration of folklore and/or superstition, a good sailor knows he makes his own luck. A good man knows that having his ex-wife's name on his boat will not bring good luck in any practical sense.

    There are two references that I recommend in this case, both written by our copy editor, John Vigor, who is, in my opinion, one of the very best marine authors now alive.There is a name changing ceremony at: <>. And there is a serious philosophical discussion of how you make your own luck at: <>. We, at Good Old Boat magazine, wish you and your husband luck and, although we cannot for practical reasons be at your name changing ceremony, you have our best wishes for your newly renamed boat.
    Jerry Powlas, technical editor

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    Sailing quotes

    More favorite sailing quotes (this time from Christopher Caswell's book, The Quotable Sailor, The Lyons Press, 2001):
    "The breeze that carries you away from the sweltering city with its din and commotion both cools the brow and clears the mind. No clamoring telephones . . . no appointments to keep, save your anchorage by sundown, and you are on your way with a freshening breeze and lifted sheet."
    W.E. Warrington
    "Even now, with 1,000 little voyages notched in my belt, I still feel a memorial chill on casting off, as the gulls jeer and the empty mainsail claps."
    E.B. White
    "As for myself, the wonderful sea charmed me from the first."
    Joshua Slocum
    "The only record I would cherish would be for the longest circumnavigation, the most dilly-dallying on the way."
    Gwenda Cornell
    "No more expensive way of going really slowly has been invented by man than sailing."
    Gary Mull
    "Cruising has two main pleasures. One is to go out into wider waters from a sheltered place. The other is to go into a sheltered place from wide waters."
    Howard Bloomfield
    "What is more pleasant than a friendly little yacht, a long stretch of smooth water, a gentle breeze, the stars?"
    William Atkin
    "To me, nothing made by man is more beautiful than a sailboat under way in fine weather, and to be on that sailboat is to be as close to heaven as I expect to get. It is unalloyed happiness."
    Robert Maury
    "We would cut a path just 13 feet and 9 inches across this ocean, like a meteor wandering through the solar system."
    Ray Kauffman
    "He picked up the ball of twine and put it to his nose and drew in the smell of boats - caulking smell, rope-locker smell - the smell which, savored in the deepest gloom of wintertime, had the power of evoking faraway sunlit wavetops, a canted mast, splashing bow-waves, a warm summer breeze on a helmsman's cheek."
    John Hersey
    "As the years passed, this urge to circle the world alone lay dormant in me, like a gorse seed which will lie in the earth for 50 years until the soil is stirred to admit some air, or light, and the seed suddenly burgeons. And so it was with me."
    Sir Francis Chichester
    "The way in which land is picked up from the deck or rigging of a small craft is always a fascinating one. The land does not slowly appear out of mist, nor does it come suddenly to stand boldly on the horizon. Rather, it first appears as a vision, as a happy portent arriving out of thin air, out of a vastness of space, to lie with utter humility upon the curved lip of the sea. First, it is not there, then, at the flick of an eyelash, there it is, a flimsy mirage that may or may not be more than a low and wandering cloud."
    Richard Maury

    Published August 1, 2002