August 2006 Newsletter
What’s in this issue
This newsletter is available as an MP3 audio download at AudioSeaStories.net. It is 94:25 minutes long and 21.6 MB in size. It is read by Laura Haug. We recommend a broadband Internet connection to download, since it is such a large file.
Want to look up a previous newsletter? We’ve added an on-line index of all the
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See you at the Annapolis Boat Show!
The first time we tried a boat show booth (last February in Chicago), neither Karen nor Jerry hid under the table sucking our thumbs…not even on the last day! So we figured we could do it again. Good Old Boat will, therefore, have a first-time-ever booth at the Annapolis Boat Show, October 5 to 9. We’ll be looking for volunteers again. It is our readers who make it fun, so if you’ve got some hours to spare and are in the Annapolis area, we’d love to hear from you. We’ll get you into the show and do a couple of other nice things for you while we’re at it. Contact Karen about this.
Because you’ve asked
We’ve confused some of our readers with the names that appear (and don’t appear) on the newsletter masthead. It’s time to explain, particularly for those who’ve wondered why Karen Larson’s name is missing. Michael Facius, the publisher and advertising sales manager for our magazine, manages the production of this newsletter so Karen can focus on the magazine deadlines, since both tend to happen simultaneously. Pat Morris is Michael’s right-hand newsletter production assistant, and Audrey Mikkelson does the newsletter layout and design.
Many of the bits written by the editors (such as this one) originate with Good Old Boat editor Karen Larson. Every two months Karen gets the newsletter ball rolling with a few words from the magazine editors, other tidbits worthy of communication, and whatever else runs through her head. That done, she moves back to the magazine side of things. So the real answer is that both the magazine and the newsletter result from team effort. We refer to ourselves sometimes as “the 45th Street Irregulars.” With the newsletter, we just want to give credit where credit is due. And it’s due to Michael, Pat, and Audrey that you have a newsletter every two months.
You also asked for this
Not long ago someone wrote to the editors asking for a way to look up the articles that have appeared in Good Old Boat magazine over the years…some sort of way to search for specific boats, projects, and people. We’re pleased to report that we already have such an index. We call it the Articles Index, and it’s available on our website. We update it like clockwork as each new issue is printed. You can search for keywords, authors, issues…you name it. It won’t link you to the actual content of each story, but it will tell you what we’ve covered and which back issue it’s in. You can buy the back issues, in most cases, and CDs of the really old out-of-print issues.
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What’s coming in September?
For the love of sailboats
• Ranger 28
• Searunner 31
• Trekka and John Guzzwell
• Maruska's refit madness
• Paceship PY23
• Installing an inboard engine in a boat which never had one
• Improved Dorade vents
• Cruising evolution, Part 2
• Cabin Heaters 101
• Adjusting your standing rigging
• Hurricane Katrina's lasting impact
Just for fun
• Bats and a thunderstorm create chaos
• Two families aboard Alberg 30s
• Farewell to an engine
• Port Townsend wooden boat festival center
• Don Casey writes a guest editorial
• Quick and easy: Disk stowage; furler fixer; cockpit rain and sun protection; An extra seat in a hurry; The forgotten knot
• Simple solutions: Heaving a line; Installing a faux fridge
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In the news
Yet another regatta is off and running
Canada’s most southerly yacht club (now there’s a distinction!), the Cedar Island Yacht Club, held its 2nd annual Canadian Islands Night Race in June near Kingsville, Ontario. This year 15 tried-and-true good old boats were on the line for the 8 p.m. start. Through the night, crews were treated to brilliant moonlight coupled with 25-knot winds and Lake Erie’s famous 8-foot-apart 8-foot rollers. Fearlessly, the fleet dashed around 57 miles of Lake Erie’s picturesque Pelee and Middle Islands.
Meanwhile, back at the club, the pig (known to be the highlight of the day following the race) was roasting on the BBQ. The weekend ended with 80 sailors enjoying the traditional pig roast dinner and awards ceremony. This Good Old Boat-sponsored regatta was founded by Mike Lippman and Thor Powell, guys who know how to throw a party! For more, visit the Good Old Boat website regatta page http://www.goodoldboat.com/regatta.html.
A contest you can win
We’ve heard from sailors from Hawaii (Gene Pollock) to British Columbia (Ed and Peggy Estlin, whose boat is pictured here) to Vermont (Craig White), with photos of their boats flying the Good Old Boat pennant. And we’ve posted their photos on our boat photos page http://www.goodoldboat.com/photos.html and sent them free Good Old Boat T-shirts.
We’ll keep this deal going through Labor Day. If you buy a pennant, take a photo that we can publish of our pennant on your boat and we’ll send you a free Good Old Boat T-shirt. Send your photos to Karen (or by snail mail to 7340 Niagara Lane N, Maple Grove, MN 55311). Tell us your mailing address and what size T-shirt you need.
What’s all this about a podcast?
Would you like to have your Good Old Boat newsletter read to you…maybe as a bedtime story…maybe as a source of information while driving to work? (It’s got to be better than the morning news and a whole lot more relaxing than the morning traffic or talk programs!). For those who like the idea of a talking book, we’ve arranged to have that happen. The past three newsletters have been available for our subscribers in audio format.
“So how does this work?” you ask. Here’s the short version:
• Start by going to our podcast page http://AudioSeaStories.net for your download. These recordings take about an hour of listening time and are pretty big files (around 15 megabites) so this may not work for you if you get your email over a telephone line.
• The podcast page gives you two ways to receive this recording: streamed right to your computer for listening right away or downloaded to the desktop of your computer for listening later with an MP3 player, such as an iPod. (That’s where the name podcast came from — this is like a radio broadcast for playing at your convenience.)
• Next, you need to have a program called iTunes (available free for Macs and PCs) installed. Drag the newsletter icon that you downloaded to your iTunes library, and it’s good to go. You can listen to it on your computer or put it into a player.
• Plug the iPod or MP3 player into your computer. It will appear on your desktop looking like a second hard drive. The newsletter file can be dragged to this device and will be available for bedtime or drive-time storytelling.
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In other news
Here’s a website for sailors who like to get together (electronically, that is). It has active forum groups discussing general sailing topics and sailing gear. If this is your thing, you may want to take a look.
Sailor John Laidlaw is offering a new way to communicate. Based on the “MySpace” concept, John has created a free service for racers and cruising sailors. Cruisers get a free webpage with the editing tools necessary to send updates on their cruises to family, friends at home, and other cruisers they meet along the way. They update their personal page once and push a button, which sends the update to their list of friends and family. Pretty slick. For racers, the skipper has a page that allows for updates and easy notification of race plans to crewmembers. This idea may just catch on with those sailors who have an electronic bent.
Traveling CO2 cartridges
If you’ve ever tried to take an inflatable life jacket on an airplane, this news will be heartening. A compressed gas cylinder is now allowed on some airlines in carry-on or checked baggage as long as the regulator valve is completely disconnected from the cylinder and the cylinder is no longer sealed (it has an open end). For more information about this regulation and which airlines are honoring it (and to make a printed copy of this new regulation to show to the TSA folks who work at your airport), go to http://www.tsa.gov/travelers/airtravel/assistant/editorial_1190.shtm.
Are you a real-life “survivor”?
Do you have a story to tell about how your life jacket saved you? The National Safe Boating Council (NSBC) and West Marine are co-sponsoring a “Be a Survivor” contest to gather stories for a book to be published by NSBC. Tell your story in 350-700 words and send it in by September 4, 2006, and you may win great prizes and get your story published. Call 703-361-4294 for more information or get details and enter online at http://www.SafeBoatingCampaign.com or http://www.SafeBoatingCouncil.org.
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Texas Race Week in Galveston
August 10–12, 2006
Sailboats will take on the waters of the Gulf of Mexico during Texas Race Week. For more information call 1-888-GAL-ISLE or check http://gbca.org.
Northeast Fleet, Cape Dory Sailboat Owners Assoc.
August 14–18, 2006
Details and itinerary can be found at http://www.capedory.org/fleetevents/NE-2006-MaineCruise.html or contact Cathy Monaghan at 732-381-3549 or by email.
Raritan Bay Float-in
Northeast Fleet, Cape Dory Sailboat Owners Assoc.
September 29–October 1, 2006
Atlantic Highlands, N.J.
Details and complete itinerary can be found at http://www.capedory.org/fleetevents/NE-2006-RaritanBayFloat-in.html or contact Cathy Monaghan at 732-381-3549 or by email.
WoodenBoat Regatta Series
Aug. 12–13, Corinthian Classic Regatta, Marblehead, Mass.
Aug. 19–20, Opera House Cup, Nantucket, Mass.
Sept. 1–3, Classic Yacht Regatta, Newport, R.I.
Sept. 15–16, Mayors Cup, New York, N.Y.
Sept. 22–23, Greenport Classic Y.R., Greenport, N.Y.
Sept. 29–30, Race Rock Regatta, Stonington, Conn.
Go to http://www.heritagemarineinsurance.com or http://www.woodenboat.com for more details on each regatta.
United States Sailboat Show
October 5–9, 2006
Big boats, small boats, one designs and trailerables, dinghies and inflatables, products for every part of your boat, PLUS Karen and Jerry (see page 1). Go to http://www.usboat.com or call 410-268-8828 for more information.
7th Annual Good Old Boat Regatta
October 7–8, 2006
For more information email Don Frye or check Good Old Boat's website http://www.goodoldboat.com/regatta.html.
USS Constellation Cup
October 14 , 2006
Proceeds from this regatta of classic sailboats, will go toward continued restoration and preservation programs. Contact Christopher Rowsom, Executive Director of the USS Constellation Museum, at 410-539-1797 or email.
4th Annual Florida West Coast Rendezvous
Seven Seas Cruising Association
October 21, 2006
Charlotte Harbor Yacht Club
Port Charlotte, Fla.
For information contact Bruce and Marilyn Conklin or SSCA Home Base, 954-771-5660. Register at http://www.ssca.org.
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The advantages of having a good first mate
Barrett, my wife and first mate, had never sailed before we met five years ago. Knowing that she had been long deprived of one of the great joys in life, I felt that as captain of our future it was my duty to take her hand and lead her into a better way to spend leisure time. But I no longer had a boat.
I purchased a 22-footer, which was totally lacking in certain basic amenities that my first mate considered absolutely necessary. Like a potty, for instance. And it had a V-berth with an overhead so low that we both banged our knees while attempting to turn over in the night. It gave us the feeling that we had been entombed. “If this thing sinks, we are never going to make it out of here!” was the first mate’s sage opinion. She was probably correct since the overhead hatch would never have accommodated both of us at the same time.
We sold that boat and spent time looking at potential acquisitions that ranged from “too expensive” to “I’m not sure why it’s still afloat.” But luck finally stepped in. A local listing simply stated, “Com-Pac 23.” Could it be that I had found a sister ship to the one I had owned years before? We made an appointment to see the boat, and after crawling around checking everything we could think of, including the size of the V-berth and presence of a potty, my darling looked at me and said, “Honey, I think we have found our boat.”
“Our boat…” How I loved the sound of those words! The others had been “your boat.” We wrote the check on the spot and took possession of “our boat.” As “our boat” had no name, I considered naming her “Our Boat.” But I had an inspiration.
My wife is a prosecuting attorney with the county district attorney’s office. While we were still dating, I met a judge in whose court Barrett had tried cases. As Barrett walked away that day the judge said, “That’s one straight arrow you have there.” It was a high compliment. Our boat was christened Straight Arrow. It is a fitting name in honor of the fine qualities of the boat herself and her first mate.
Straight Arrow was built in 1979 and although she appeared to have been well cared for, some things needed work. Especially notable was the fraying of the jib and mainsail halyards. All I had to do was buy new rope and use a sail repair needle and thread to stitch the butt of the new halyard to the butt of the old before pulling the old halyard down. The new rope would follow the old up, over the rollers at the top of the mast and down the other side. It was a simple job. Nothing to it. And I kept putting it off.
I had happily discovered that the same first mate who had previously reminded me, “We can’t spend every weekend sailing,” was suddenly transformed into an enthusiast who was always willing to head for the lake. She coined the term “Lake Effect” to describe the feeling of total and complete relaxation she experienced after a couple of hours of sailing on Straight Arrow. I wondered, Does it get any better than this? The halyards weren’t bad enough to sacrifice sailing time for boatwork…were they?
Then came the day my procrastination bit me on the, um, stern. We had gone to the marina after work one Friday and were joined by another couple. We visited and laughed in the cockpit under the stars until midnight, when the other couple left.
Dawn greeted us with clear skies and a 20-knot wind. Per- fect for sailing on the mainsail alone. What “Star Trek” fan can forget the thrill when the Starship Enterprise first moved out of her space dock in the film “Star Trek: The Movie”? Hairs stood on the back of my neck as the reborn Enterprise glided out of her captivity en route to new adventures. This is what I always feel as Straight Arrow glides out of her own captivity into the element in which she is most at home. “Captain Kirk, eat your heart out! This vessel is real!” On that particular day, the euphoria lasted about 15 minutes.
Our marina lies geographically oriented on Lake Travis so that a wind from the northwest will allow us to sail wing-and-wing down the Sandy Creek arm toward the main body of the lake. This also means that the prevailing southeast winds of spring and summer have the wind coming directly over the bow. The choice is to either tack your crew to exhaustion or spend some time under power. A smart captain doesn’t subject his first mate to excessive experiences…not if he wants her to continue to feel excited about sailing.
We motored until we could make a turn to starboard and sail out closehauled. Or that’s what I intended. Barrett took the helm while I went forward to raise the mainsail. She held the bow precisely into the wind. I bumped the boom up in the sail track before hauling away on the halyard. When the main reached the top of the mast I cleated the halyard and pushed down on the boom to tension the luff before cleating off the downhaul.
There was a faint “pop” from above, and the mainsail fluttered down the mast as the halyard dropped around me. The halyard had parted precisely at the knot that connects it to the main. Our morning of fun-filled sailing was history and the blame lay at the feet of the procrastinating captain, who no longer felt like Captain Kirk.
We secured the mainsail to the boom with ties and motored back to the marina. My procrastination concerning the halyards meant that we were going to drive back to town, buy new rope, and then remove the boom before unstepping and lowering the mast in order to run new halyards through the roller sheaves at the top of the mast. Remember, this was a job I could have done in about 30 minutes, had I only taken care of the problem in a timely manner.
But first I had to put Straight Arrow back into her slip. I’ve operated sailboats long enough that I can usually line up the boat with the slip and put the outboard in neutral at just the right moment so inertia coasts the boat slowly into the slip and stops her cleanly where she needs to be, with clearance on all sides. Occasionally, I will need to blip the throttle with the motor in reverse to halt on the dime, but not all that often. I can even calculate leeward drift in a crosswind so the boat enters the slip with a minimum of rubbing of the fenders against the finger pier.
But not on this day. It became obvious that we were on a head-on course for the exact end of the finger pier alongside the slip. My diligent first mate was standing in the bow pulpit ready to fend us off if necessary.
With lightning-fast reflexes, I turned and threw the outboard into reverse before twisting the throttle to full power. When I again looked forward I saw the first mate vault gracefully over the bow pulpit onto the pier, fully prepared to prevent the imminent collision about to be caused by the bumbling captain.
At the exact moment her feet touched terra firma the outboard overcame momentum and began to back Straight Arrow away from the pier. Since Barrett’s brain was telling her to push the boat away from disaster, she had a firm grip on the bow pulpit and must have been momentarily amazed at her own strength as the boat suddenly moved away.
We proved several things that day. First, the bow pulpit will support the weight of the first mate hanging from it by both hands. Second, the first mate can walk on water if given a little assistance by a bow pulpit. Third, the first mate can still do chin-ups when necessary. She was back aboard before I could run from the stern to the bow to rescue her. Adrenaline is amazing.
And finally, the first mate has a great sense of humor because she didn’t kill the captain after managing to regain the deck. She even thought the entire maneuver was hilarious. I, on the other hand, was slower to see the humor. I will say that I managed to dock Straight Arrow on the second attempt with my usual aplomb, and eventually, I managed to see the humor, too. But, mostly, I gained a deeper appreciation of the advantages of having a good first mate on a good old boat.
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After a few weeks in a marina that was new to us, I made the observation that I had not yet made an “assisted” docking maneuver that was much better than an uncontrolled crash. I also observed that all my unassisted docking maneuvers had gone very well. Clearly the well-meaning helpers who gathered as I approached my slip were more trouble than docking the boat alone. I did better without help even when I had no crew aboard. It was so bad that if I thought certain people were going to be around when I returned to my slip, I would not even go out.
It was early in the season, and I was often single handing while preparing the boat for a long cruise that Karen and I would make later. I offered these observations to Karen, but I could see that she could not imagine them to be true. Later, while on our cruise, we were again “assisted” by two helpful and well-meaning fellows in another marina. As had been happening all too often that season, when they got hold of our lines they immediately cleated them off to the nearest cleat. This caused poor Mystic to twist sideways in her slip and crash her topsides into the corner of the finger pier in a place where we had no fender. The gash is still there as I write this. It will take a day or so of work to fix it. Karen is not one to suffer gashes in Mystic’s topsides easily, but at least she finally understood what I had been telling her.
Oddly, the problem does not stem from any defect in the design of our sailboat or even of sailboats in general. We think it stems from defects in the design of a popular type of powerboat.
We had always sailed out of marinas where sailboats outnumbered powerboats by enough so the average person who might offer assistance from the dock was almost always a sailor. In addition, most of the marina residents knew that we rarely, if ever, needed assistance docking, so they generally did not offer assistance.
When we moved to the new marina, we were in among many single-engined boats with inboard/outboard drives. I have never tried to maneuver this type of boat, but from watching others do it, I have several observations.
First, these boats may be well-mannered on plane at speed, but they are not easily controlled at low speeds. Sailboats have the advantage of large rudders, a keel, and a considerable amount of hull under the water. They also have fairly low windage, particularly compared to the amount of hull under the water. By comparison, these planing hulled I/O drive boats have no rudder at all, no keel at all, and very high windage acting on very little hull under the water.
Second, most of these designs have little or no sidedeck and, in our part of the world, most have canvaswork enclosing the cockpit and adding even more windage. Crew access to the sidedeck is awful, as is crew access to the bow and pier. All in all, current fashion has evolved a design that looks good slashing through fairly calm waters with a crew of bikinis admiring the skipper from comfortable seats. Docking in even a moderate wind with these boats takes more skill than I have often seen.
As a result, the operators of these craft have very low expectations about what constitutes a “good” docking maneuver. If there is any wind in the marina, they all want and need help from the pier, and any landing that eventually allows the crew to leave the boat without personal injury is considered a good one.
These craft have one other special design defect that has a direct effect on the success of docking a sailboat among them. My inquiries tell me they get less than a mile per gallon. Since they can easily reach 25 knots, they go through a lot of fuel in an hour. This $100+ per-hour fuel cost causes many owners to simply sit on the pier next to their boats in comfortable chairs, drinking adult beverages.
Thus, many of these boaters are available to assist a sailboat that is docking. It is the most interesting thing that may happen for hours. They have no concept of how well a sailboat can maneuver and are inclined to believe, when they offer help, that they are rendering critical aid to a craft that is essentially out of control and in extremis by the very fact that it is in motion near a pier.
If these assistants can get hold of a line…just about any line…they are liable to tie it around just about any cleat they can to stop the boat. We spent a quiet afternoon a few years ago testing to see if there is any place we could secure a line to Mystic’s rail so it could be cleated to a pier with good effect to stop the boat or hold her in place with the engine in forward. In the case of our boat, there is no such place. In all the tests, cleating her off with a single line while she was moving ahead slowly simply made her twist sideways. There are probably other boats that will react in a similar fashion. We concluded that we had such good control of the forward motion of the boat that we never needed to stop her with a line. We simply use reverse gear.
But lately we have run into a problem that is largely a matter of expectations and culture. In a marina full of single engined I/O drive planing powerboats, the expectation is that any boat moving near a pier is inherently out of control, and any docking maneuver that the operators of the boat can walk away from is a good one.
I shared my thoughts with the owner of a trawler in one of these marinas. He said he was having the same problem.
It is not my intention here to offer one of those we/they power/sail rants. These are all nice people who, for the most part, have only their own experiences to draw from. I have seen powerboats well-handled in close quarters, and I have seen them mostly out of control in similar situations. In our observation, the powerboat-out-of-control-while-docking record was 15 attempts at coming alongside a pier in Grand Marais, Michigan.
There are guidelines for many aspects of boating, but I have never seen a protocol for taking the lines of a vessel when she is docking.
To fill that gap I offer the following outline of docking assistance etiquette tailored to sailboats:
1. First, do no harm.
2. Allow the skipper and crew of the boat to execute their plan.
3. If the docking evolution is clearly under control, just stand at the end of the slip and hold the bow in place by the pulpit or, better yet, stand by, watch, and do absolutely nothing unless asked.
4. If you are given a line and the approach looks good, don’t cleat it or even haul on it until the boat is completely stopped and in the final position for tying up. Never cleat a line while the boat is in motion.
5. If you are given a line and the boat is clearly out of control and clearly making a bad approach, or if the skipper or a crewmember asks you to haul on the line, haul so as to put the maneuver back into the control of the skipper and crew. Then let the skipper and crew steer and control the boat until it is stopped.
6. Never cleat a dockline until the boat is stopped, unless someone aboard the boat asks you to do so.
7. Never, under any circumstances, pull on the tops of the lifeline stanchions. Always find another way. Pull on lines, shrouds, pulpits, toerails, bulwarks…anything but stanchions.
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What kind of Beetle?
I just acquired an old 16-foot fiberglass daysailer and trailer that was described as a 1959 Beetle Falcon. Before I restore it, I’d like to know more. A brass plate on the rails is inscribed “American Boatbuilding Corp” and a second oval plate, which is hard to read, contains the logo “BB” and the shape of a bird I assume is a falcon. On each side of the cuddy is a red Beetle nameplate. It’s certainly not a Beetle Cat but I can’t find a reference to it on the Web. Any clues?
Morgan 35 question
Richard Workinger butters us up with a note saying, “Each and every time I browse your magazine to give it away, I find something I missed and I have to keep it and study the missed article.” But the real reason for writing was to ask if anyone knows the Morgan 35 well enough to respond to this question: “On my Morgan 35, I cannot get under the cockpit to get to the engine and to use the area for storage, which I badly need.”
Does anyone know more about what’s where who can drop Dick a line?
200 East 13th St, Slip 206
Riviera Beach, FL 33404-6930
I have a sailboat with a complete complement, plus repeaters, of Kenyon wind instruments, circa late 70s. The wand (both speed and direction) at the top of the mast has given up the ghost and I am desperately looking for a replacement. Kenyon cannot help and all sources in Seattle just roll their eyes when I ask. Does anyone know of parts or take-off systems I could use to bring my system back up? An NOS wand would be the miracle I am looking for but any option would be considered. Thanks.
I received feedback that I may have a Celebrity, but I’m not sure. The seller said it was a 1948, but I understand Celebritys were mid-50s. Help!
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Biodiesel, the ongoing saga
Stephen Hulsizer, in an earlier letter to the Mail Buoy (November 2005), shared his experiences with rapid carbon buildup in his diesel furnace (pot-burner type) when using biodiesel. I subsequently found rapid carbon buildup in our Wallas 30D furnace when using a B25 blend (March 2006). I have now discussed this issue with the primary distributors for the major brands of marine diesel furnaces in the northwest: Wallas, Espar, and Webasto. A consistent picture is emerging. All of them experience rapid carbon buildup when burning biodiesel blends.
In the case of my Wallas 30D, the carbon cake formed at the port where fuel is injected onto the ceramic mesh disk on the bottom of the burner chamber. It was as if the fuel were volatilizing and leaving behind a carbon residue before even wetting out the whole disk. For Webasto furnaces, the buildup occurs in the mesh pad that performs the same role, promoting rapid evaporation of the liquid fuel. The nearby photo-detector may also become fouled with a carbon cake. In this case, the furnace is misled into detecting that there has been an ignition failure and will shut down. The pad has to be replaced as part of the servicing. This gets expensive. The Espar website suggests a limit of B10 for their smaller units (D2) but allows up to B100 for the larger ones (D4). However, again the local distributor strongly recommends against use of biodiesel because of rapid carbon buildup in the combustion chamber.
The Espar and Webasto distributors indicate that service intervals could be extended even further, relative to straight diesel, by burning good-quality kerosene. The Wallas distributor confirmed that Wallas units would run well on kerosene, but cautioned against using old containers of kerosene that might have precipitated a waxy deposit, since it could plug the fuel pump. He also commented that he has several liveaboard customers, using diesel, who get 2,000 hours between cleanings.
Our solution has been to use kerosene in our day tank when sailing locally. We have yet to decide on the most practical approach for extended cruising into remote areas. We can either carry a jug of kerosene, top off the day tank with straight diesel when we find fuel docks, or we can transfer a blend from the main tank. Late in a cruise, the blend in the main tank will probably be down to about a B05 blend, so a few days’ usage should not cause significant carbon buildup.
I am still puzzled by the difference in biodiesel performance between small marine furnaces and diesel engines (or home and industrial furnaces). One obvious difference is the droplet sizes: very small for diesel engines and relatively large for small marine heaters or even vapor over liquid for some designs. We’ll keep this as an open question.
Alternate hitch coiling
Geoffery Toye made some great suggestions (May 2006) on the best way to coil and stow cordage. But it would be good to point out that his recommendation to coil line by introducing a slight twist with each loop only works with traditional three-strand. If you use his technique to coil the braided rope found on most of our halyards and sheets, you will end up with a kinked mess when you uncoil the line.
The solution is to coil braided rope using a process called “alternate hitch coiling.” In this technique, the twist that is imparted with the first regular loop is cancelled by coiling the next loop in the reverse direction. After a first loop, done in regular overhand fashion (photo 1), reach down in an underhand grip (photo 2) and bring it up to form the alternate hitch (photo 3) in the opposite direction. The result is a stowed line that will uncoil kink-free every time. Once you get the hang of this technique, you will find it is also great for coiling water hoses and bulky shorepower cords. I even use it for lubberly things like coiling my 100-foot electrical cord every time I trim the lawn.
I have a 1967 Gillmore Privateer 26 with a good Volvo MD-1 engine. This engine has been used in salt water forever as far as I know. I plan to move to Tennessee and sailing her in some of the lakes there. An experienced engine mechanic told me that engines used in salt water soak up the salt and if fresh water is then used, the salt will make the cast iron crack. As proof, he showed me a cylinder block that looked as though it had been frozen and the expanding water cracked it wide open at several points.
If this is true, how do people run their boats up rivers? What’s up?
Response from Torresen Marine
I’ve never heard of such a thing. There is nothing better for a sea water-cooled engine than use in fresh water. We see lots of good old boats come in from the sea and, if properly winterized, the blocks are good. I would guess that the block that looked like it had freeze damage had freeze damage.
I guess I am a certified perfectionist. Some people say I take great pains…and give them to others. However, I think an important point was missed in the article on propane (July 2006 issue), especially since it was mentioned that one boat was destroyed by a propane leak in the locker.
All gas bottles have back seating valves. All gas valves have packing, and packing can leak. By fully opening a gas bottle valve until it stops, you back-seat the valve stem and the packing no longer is the only seal. So if you want to manually open and close the valve at the bottle, you should always completely open it and completely close it. I have often seen gas bottle valves leak from the packing.
I installed a propane bottle, stove, and gas grill on my Hunter 27 in 1982. Everyone thought I was crazy back then. (It only took me one lighting of the old alcohol stove and a half-hour wait for a cup of coffee to convince me propane was a better idea!) I bought a 10-pound aluminum cylinder and hid it on the side of the stern pulpit inside the horseshoe buoy. Even today I wouldn’t trust a solenoid valve to turn the gas on and off; I’d still burn off the gas in the hoses and shut the valve at the tank.
In a personal message to Jerry Powlas worth sharing with our fellow sailors, Durkee Richards wrote:
I have recently installed an Ample Power high-output alternator and smart voltage regulator. I had two concerns regarding the original Hitachi unit. You helped me understand the slow re-charging with that unit was caused by in-line resistance and voltage drops because the alternator is regulated internally. Furthermore, the alternator had a single voltage set point. Hence, we experienced a slow recharge, and once fully charged, a float mode that was probably too high for AGM or gel cell batteries.
During your last visit, I noted that my house batteries (West Marine AGMs) were showing a slow drop in their open circuit voltage after full recharge. When new, two years ago, they measured 12.7 to 12.75 volts after 24 hours resting. But they had dropped to about 12.6 by mid-winter. I was troubled by this apparent premature loss in capacity.
The Ample Power regulator has three dip switches that can be used to set optimum absorption and float voltages for various batteries. To be conservative, I chose the setting for Penn gel cells, which conforms to the recommendation by East Penn Manufacturing of an absorption voltage not greater than 14.1 volts at 68°F, and a float voltage not greater than 13.8.
During the initial charge cycle, I noted that the system was controlling the absorption phase at 14.65 volts. This puzzled me a bit until I realized that it was a cold morning (<50°F) and the regulator is temperature-compensated (via a precision resistance probe on the positive lug of the battery). Ample Power’s website states that their recharging/life studies with East Penn gel cells suggest the following absorption voltages:
86°F — 14.19 volts
77°F — 14.34 volts
68°F — 14.49 volts
50°F — 14.82 volts
Assuming a similar temperature profile, the absorption voltage I experienced was about right. When I disconnected the temperature probe, the system controlled at an absorption voltage of 14.1 and finally stepped down to a float voltage of 13.6 volts.
After a couple of recharge cycles using temperature composition (still with the East Penn switch settings), I now find that my house bank is showing an open circuit rest voltage of 12.7 to 12.75. Hence, it seems that without temperature compensation, my Hitachi alternator was systematically undercharging my batteries during the winter. I also feel much better about having a unit that will step down to a float voltage below the gassing point when we have to motor for extended periods during a cruise.
I recall that we measured set points of about 14.1 volts on your truck and our Subaru. This is probably fine for a float point in the winter, but likely above the gassing point in the summer. However, even though they are sealed-valve-regulated, an automotive battery is a flooded construction and thus has significant reserves of electrolyte. So, a bit of gassing is not a problem. But the starved electrolyte construction in marine gel and AGM batteries should be much less tolerant of gassing.
So far, the most informative websites I’ve been to are Ample Power’s and East Penn’s. But they both have products to support and cannot really be viewed as unbiased.
I am in the middle of total restoration of a 33-foot Tavana. About 150 were built just south of Key Largo, Florida, out of the mold designed by Dooley Glander of Glander Boat Works. I worked in his factory for six weeks in 1977 — laid up my first hull and deck, brought it home to Sanibel, and finished almost to the week in 1980. I sailed the Bahamas, the Keys, and so on. It is a great boat: good turn of speed and shoal draft (w/CB) for our thin water. I sold her in ’91 when the kids came. After a brush with prostate cancer in ’96, I decided it was time to go sailing again before it was too late.
I found my present 1974 Tavana sitting in a fellow’s back yard. It has never made it to the water. The pictures of what it was would make you cringe: rats living below, mildew, most of the paneling, insulation, Formica — everything — was in terrible shape. Liquid Nails was the adhesive of choice. There were termites and plants growing in the toerail.
More than three years later I have the cabin below under control and am now starting to address the deck and topsides that have the typical crazed gelcoat. The options: sand it almost to the first layer of mat or water/sandblast it to get to the crazing and to lift off the edges of any voids and large crazes. The gelcoat is somewhat soft, from age I guess, and sands pretty easily with 60 or 80 grit. It seems that I would be getting rid of the aged gelcoat. Any ideas? I am looking at a roll and tip of Awlgrip or Emron. What primers fill and sand easily? What filler for scratches or voids sands well?
Being a new subscriber, your magazine is quite refreshing from the typical “Let’s buy a new Hunter-type boat.” We don’t all have $400,000 to spend!
Jerry Powlas responds
You don’t have to remove the gelcoat on your boat. In fact, I don’t think it’s a good idea…and a lot of work. If you grind off the gelcoat the surfaces won’t be fair anymore, and then you’re really in the soup. Do sand it, though, and make it fairly smooth and fair. Shoot photos of what you have and contact the tech department of the paint you choose. Let them suggest the prep details.
Any two-part urethane would do for the deck, and would also do for the hull topsides, stopping above the waterline. On our boat, we are experimenting with colored ablative bottom paint for the boot stripe. It makes a lot of sense to me. One-part urethane paint will work for topsides (side of hull), but won’t last as long and shows dock rash more easily.
If the gelcoat is really porous, you may want to seal it with something like epoxy, but let some pro decide that by looking at it. Even that is a lot of extra work. If the primer will fill it, the paint will seal it. I would not take off the gelcoat unless it is losing its bond with the boat, and I have never seen that. Most of the work is in the preparation. The actual painting is not as time-consuming, and maybe not as critical to success. There are good books on painting hulls and decks. Don Casey has written one that I like called Sailboat Refinishing. Naturally, we have this in our bookstore.
As for filling dings, use epoxy and filler for big dings and repairs. Use cloth where the repair is truly structural. Use hard dense filler where the structural issues are less important, but are still significant, like filling larger areas. Use low-density filler for small thin areas that need no great strength. Finally, when you think you are done and the prep is perfect, it’s time to prime. Once the primer coat is on, you will see all the places that are not perfect, and you will fill some more. At this point, the small areas can be filled with Interlux Watertite Epoxy Filler. This material can be mixed in any sized batch and sands out very smooth. Then, after priming the repairs and sanding all the primed areas, you can finally paint.
Professionals with dedicated equipment can spray two-part urethanes, but I never recommend it for people who are not professionals. There is just too much danger of harming yourself. Roll and tip this stuff. It is the only safe way to do this kind of work. Even then, you need a respirator and lots of ventilation.
Plan what will be non-skid and what will be gloss. If you paint the gloss areas first, you need not mask them where they join the non-skid areas. Wait until they cure completely and then mask that joint when you put down the non-skid. Naturally, prep in non-skid areas is not as critical. Remember to make a plan that will allow you to reach all areas but not get painted into a corner.
Watertite Epoxy Filler is not all that structural either, but is a good putty. I always use epoxy. I don’t use vinylester resins because I don’t know much about them, but they are fast, cost less, and can be used for this kind of work. Polyester resins are not a good choice for this work. They don’t bond well, even to themselves, and they shrink when they cure. Both polyester and vinylester resins have a lot styrene in them, and you need a lot of ventilation and a mask to work with them.
Some people are allergic to epoxy or become so. Don’t get it on your skin. Sanding uncured epoxy is dangerous for everybody. Use a mask and full-body covering. Cured epoxy is the least harmful and noxious of the resins. That is why I use it.
Decks are a lot more difficult than hull topsides because of the gear you have to remove. Once you are into the deck job, check for wet core and fix as necessary. Plug all holes leading to the core with solid epoxy plugs and redrill the holes. Plugs should be about twice the size of the fastener.
That’s it. Good luck.
Bayfield 29 wins their hearts
You were so helpful in advising us about a new boat! We take possession of a Bayfield 29 this week. We love it. The article in Good Old Boat from six or seven years ago was a help. We used all the old issues to get informed about various boats to look at, what to look for, how to decide. The boat is in West Vancouver, British Columbia. We will sail it home this summer. The trip will take three to four days, we think, as we will dally among the Gulf Islands before returning to the San Juans. Tacking with a cutter rig is a different experience, but we will adapt! Thank you again. Photos to come next month! Whoopee!
John and Nancy Butte
We, the people…
There are world cruisers and racers and wannabes for both types. There are plenty of magazines that cater to all three. Then there are, as you put it, “the rest of us.” Our horizons are smaller and the speed at which we sail is not as important as the fact that we are sailing. Seeing a body of water in all its seasons and moods and enjoying the company of folks with like minds is what sailing is really about for us.
Our home lake offers the sight of ospreys patrolling for unsuspecting fish that venture too close to the surface, blue herons high-stepping in the shallows, a small colony of beaver that inhabit our marina, and too much more to list here. The Friday- and Saturday-night dock parties enliven the weekends. Everyone you meet on the dock is an instant friend and willing to help step a mast or trade stories.
Fishing off the stern of the boat. Coming on deck at dawn to watch the mist burn off the water before casting off and backing out of the slip for an early morning sail. I think we are the people Good Old Boat is written for.
Indeed, John, we all (your editors included) are “the rest of us”— those who are embraced by Good Old Boat.
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Ice Blink: A Family Navigating Life’s Ice-Clogged Waters, a DVD produced by Gregory Roscoe (SeaWorthy Productions, 2006; 56:11 minutes; $17.95; http://www.iceblinksail.com)
Review by Karen Larson
“Ice blink” is a name given to a white light seen on the horizon, especially on the underside of low clouds, due to reflection from a distant field of ice. This phenomenon has been used historically by the Inuit and northern explorers when navigating in polar regions.
Dave and Jaja Martin and their three children are modern northern explorers who traveled to Iceland and Norway on their 33-foot sailboat, Driver. They wrote a book about their four-year voyage, Into the Light: A Family’s Epic Journey. And now Gregory Roscoe, a friend and fellow sailor, has produced a DVD about this adventuresome family and named it Ice Blink: A Family Navigating Life’s Ice-Clogged Waters.
What a story it tells! Like the icebergs that surrounded them north of the Arctic Circle, there is more to the Martins than you might expect at first glance. They are not your typical sailors. They are not your typical parents. In fact, they are not your typical anything. And they’re proud of that. “We chose ‘different’ when making life’s choices,” they tell us in the movie. “If people say, ‘That’s impossible,’ we know we’re on the right track,” they say with the certainty that has come of experience.
Dave and Jaja are the sort of people who have gone beyond “the road less taken.” Since they married in 1988, they have been cutting a brand-new path for themselves and their children. All young people should view this DVD as they contemplate their future. It emphasizes, in a positive way, that if they are as creative as the Martins, they have many options in life they may not have considered, choices which counselors and parents could never suggest — choices that may make all the difference in their enthusiasm for living each day fully. Dave and Jaja Martin tell anyone who will listen that if they are creative and motivated, they need not become cogs; life can be a joyful adventure. It is not too late for those of us who have chosen more conventional paths to watch, learn, and enjoy the story of Dave and Jaja Martin…and perhaps even make course corrections in our own lives.
A very polished narrator tells us that the Martins are a conventional family doing unconventional things. Even now that they are land-based, having settled temporarily in Maine, the Martins are designing and building their own home. They have chosen a simple lifestyle because material possessions are not what motivate them. The Martins are not defined by what they have but rather by what they have done. There’s an important message in those words, a message that should be heard by people of all ages.
The Martins talk about what motivates them and about their travels afloat. They talk about goals and self-sufficiency. They say life is a blank canvas to be filled joyfully. Not someday. Now. They talk about making their own choices, not those dictated by the expectations of others. They talk about the role of spontaneity in their lives. And they talk about the reality of storms, occasional deprivations, and fear. Living aboard in polar regions has its discomforts, to be sure, but having gone through the low points makes the beauty of the region and the joy of the high points all the better. The necessity of personal expense and sacrifice, they tell us, make the rewards of every achievement much sweeter.
Ice Blink has relevance for people of all ages, sailors and non-sailors alike. It is a top-rate production by a professional videographer who we are proud to say just happens to be a good old boater.
Myth, Fact, and Navigators’ Secrets: Incredible Tales of the Sea and Sailors, by J. Gregory Dill, (The Lyons Press, 2006; 224 pages; $15.95)
Review by Don Chambers
Here is a little book with an assortment of sixty or so light stories from the nautical world. There is history, both sublime and ridiculous, modern and not; stories of steam and sail, and wonderful nautical silliness. Written with an appealing, tight, light touch, there aren’t many duds.
I learned some interesting things from this book, little mysteries such as how a bosun’s pipe actually works; that Port Royal in Jamaica had an earthquake in 1692 that destroyed all the Port buildings and 2000 people. I learned how tillers were developed from oars; and about the seven-masted schooner Lawson, the “most-masted” ship in history.
Perhaps Hemingway fans knew about his nutty plan during World War II to turn his wooden fishing boat, Pilar, into a submarine hunter by mounting hidden .50-caliber machine guns on it, expecting to surprise and gun down the submarine crew when they surfaced to inspect his boat. It will stay with me as the best example of how someone can be brilliant but breathtakingly wrong. This book is worthwhile reading for those interested in sea-oddities that you’re not likely to come across in other places.
Spurr’s Guide to Upgrading Your Cruising Sailboat, Third edition, by Daniel Spurr (McGraw Hill, 2006; 392 pages; $29.95)
Review by James Williams
Los Altos, Calif.
Upgrading a good old sailboat can be a game of cat and mouse. As you wriggle into seldom visited corners of your boat, it’s hard to keep up with all the little unforeseen projects that present themselves to you. This third edition of Daniel Spurr’s Guide will be a real help to do-it-yourself sailors. And following the cat and mouse that Bruce Bingham has sketched into his wonderful drawings will be great entertainment for you and your family.
There are a lot of books available to sailors wanting to improve their boats, but Spurr’s Guide is one of the most readable and practical. Clarity is at the top of the list for me, and Spurr surely provides this. His concise commentary on strengthening and maintaining chainplates, for example, is among the most comprehensible I’ve ever read. Case studies of his work on boats are well-illustrated and easy to follow — even if you hire the work out, at least you’ll get a good sense of what you’re in for before the process begins.
Ideally, boatbuilding is one of those arts that improves over time as builders learn from their mistakes. Of course, we know that builders and consumers inevitably reach compromises, and Spurr offers good suggestions to correct weaknesses in boats compromised by the marketplace. Strengthening weakly supported dinette tables is just one case in point. They should be able to withstand the rigors of offshore life and, as my wife says, withstand a little table dancing at anchor.
Several chapters have been updated and reorganized for this new edition of Spurr’s Guide, which makes it a better book overall. For example, Spurr nicely filled out the chapter on instruments and the electrical system by adding sections on email, weather and time, EPIRBs, and radar. But the addition of forty-three pages of drawings and brief comments on seventy “good old boats” that one might choose for off-shore cruising seems rather an add-on.
Nevertheless, Spurr brings years of experience reviewing boat systems and products as editor of Practical Sailor and senior editor of Cruising World. This significantly enriches his work and is the Guide’s great strength. He has compared and tested a lot of boat products in his time, and he generally discusses products without prejudice to producers. To be sure, his product recommendations occasionally seem a bit uneven, such as his highlighting the Max-Prop feathering propeller, while making no mention at all to the arguably superior feathering props from VariProp or Martec. But these sorts of slips are few.
If you’re planning to upgrade and outfit a sailboat for off-shore cruising, whether you do the work yourself or not, you should get Spurr’s Guide, read it, and keep it handy. Get it, if only for the “Disaster Checklist” (p. 86), which is sound advice for any boatowner who drifts along a coastal waterway.
Ted Hood: Through Hand and Eye, by Ted Hood and Michael Levitt (Mystic Seaport, 2006; 199 pages; $50).
Review by Dan Spurr
When one hears Ted Hood’s name, the first connection is quite likely to Hood Sails, the loft he founded back in the 1960s and which remains a force in that industry, though Ted has had no connection to it for many years. In fact, he has been much more than a sailmaker. Once one begins counting his many achievements, it quickly becomes evident that he’s one of the most influential sailors of all time: keen racer, including winner of the 1974 America’s Cup (aboard Courageous), equipment inventor and innovator, designer, boat builder, and of course, sailmaker.
Now 79, in 13 chapters (with lots of great old photos) he looks back over his sailing life, and not much deeper. His personal life remains just that. Still, he talks (and I say “talks” because the book is written as if he dictated the text for co-author Mike Levitt to organize and clean up) about his childhood in Danvers, Massachusetts, and the inventiveness of his grandfather and father, the latter an electrical, chemical and mechanical engineer affectionately known as “The Professor,” who later would play an important role in the development of Hood sailcloth.
By his own admission, Ted was more adept in his father’s workshop than at school. The family had boats, wood in those days, and Ted grew up not only sailing them, but repairing them as well. His father told a writer from the New Yorker this story about his son:
Once, we had to fit a new garboard plank to Shrew [an R boat]. It was a really tricky place with all kinds of curves and twists and bevels—the sort of place where an average shipwright would ruin two or three planks before he got the right fit. Ted looked at it, planed the wood, looked at it again and did some more planing. Then he put it to the hull, and it went in perfectly.
That seems to sum up much of his life in boats — always finding the perfect fit. He built his first boat at 12 and checked out Gray’s Sailmaking from the library to figure out how to make sails for it. Therein began a long and self-taught investigation into the art and science of sails. Just a junior in high school, in 1945 he enlisted in the U.S. Navy.
Afterwards, he flirted with sailmaking for a short time before making a commitment to the profession in 1950. His first “loft” was not auspicious: sewing sails in his bedroom on his grandmother’s 50-year-old Singer sewing machine. But if his worksite was unimpressive, the products of his labors were, and gradually Ted built a reputation as a first-rate sailmaker. Compressed rings and the crosscut spinnaker with wide shoulders were two of his innovations. What else soon set him apart from the competition was deciding to weave his own sailcloth. The first looms were set up in 1952 using DuPont’s recently introduced Orlon, and later Dacron (polyester). Hood sailcloth was more tightly woven than other cloths, and therefore believed to be superior. It didn’t hurt that Ted’s father, Stedman, was an expert in fiber technology.
Five chapters are devoted to Twelve Meters and the America’s Cup. Ted’s involvement included supplying sails, crewing on Vim (1958), designing and campaigning Nefertiti in 1962, and eventually skippering Courageous to victory over Australia’s Southern Cross in 1974. Whether you like racing or not, these detailed accounts of the yachts, the sails, the crews and the tactics are fascinating, as only they could be, coming from an insider.
Ted’s signature yacht design is a moderately heavy displacement hull form with generous beam for excellent form stability. A good example was the 60-foot American Promise, which in 1986 Dodge Morgan sailed solo non-stop around the world in a then-record time of 150 days. Ted built the boat as well, at his Marblehead yard.
He continues to this day designing and building boats in the U.S., Asia and Europe. It’s almost as if he can’t help himself. Early in his autobiography he notes that his parents didn’t take him sailing until he was a month old. Refusing to retire, he jokes that he’s been trying his entire life to make up for that month lost.
Ghost Sea, by Ferenc Máté (W.W. Norton & Company, 2006; 288 pages; $24.95).
Review by Cindy Christian Rogers
Ferenc Máté is perhaps best-known to good old sailors for his “best boats” books, in which he describes classic designs as eloquently as he might describe living beings. In Ghost Sea, he turns his talents to fiction, populating a rugged and mysterious landscape with human characters, while still displaying his flair for the nautical.
Set along the British Columbian coastline about a century ago, the story centers around Dugger, an outlaw coastal trader who is hired to teach Katherine, a wealthy man’s wife, to sail. The two become lovers, which complicates Dugger’s next job: to navigate 200 miles of uncharted shoreline to save her from two native warriors who have taken her hostage. Dugger finds himself aboard his ketch with Hay, the husband; Nello, a half-native, half-Italian first mate; and Charlie, a Chinese cook. They enter a world fraught with unexpected dangers and murderous enemies. The outcome isn’t certain until the final pages.
The novel recreates the world of the Kwakiutl Nation, a tribe reputed to practice cannibalism, orgies and torture, and hallucinatory potlatches. Máté extensively researched its culture; he spent years sailing the Kwakiutl Islands and visiting long-abandoned villages. His firsthand knowledge imbues the narrative with compelling context and reminds readers that clashes of culture have two sides.
Detailed descriptions and insightful metaphors sustain the title’s motif: a hard wind carves “six-foot waves as steep as tombstones” and nighttime sounds “can drive you mad when you’re sailing in the dark, when the hiss of the bow wake becomes sighs of the long-drowned” The author also captures the joy of sailing: “The canvas bulged, the sheets quivered, and a halyard slatted, keeping time against the mast, and I braced my foot in the cockpit corner, clutched the spokes of the wheel, and for a moment forgot about Hay below and Katherine up ahead, forgot my debts and even the South Seas — I was sailing.”
Máté’s novel has attracted kudos from the likes of Walter Cronkite and John Rousmaniere, who have called it “a gripping story” and “an action-packed sea adventure,” respectively. The story does hurtle along; at times the pace can make it difficult to follow the action, especially in the final chapters. Also at times the characters border on stereotype, although there are surprises: two persons onboard are not what they seem to be. All in all, however, Ghost Sea is a rollicking fiction debut.
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Who can feel poor when the sails are full and the spirit is full?
There’s one thing about bashing to windward. You never forget, for one minute, that you are at sea in a sailing boat.
A cruising life is challenging, interesting, full of variety, sometimes exciting, sometimes frightening, but is rarely easy.
Lin and Larry Pardey
The long way around is often shorter if the detour takes you away from strong headwinds and adverse currents.
Sailing often consists of extended periods of relative ease punctuated by brief moments of legitimate fear.
Certainly every man that goes to sea in a little boat learns terror and salvation, happy living, air, danger, exultation, glory and repose at the end; and they are not words to him but realities, which will afterwards throughout his life give the mere words a full meaning.
The sea knows awareness, she knows patience, she knows staunchness, she knows foresight, yet she knows nothing of man’s longing for riches or fame or even of his efforts to overcome or to thwart her.
Sailing alone around the world, I risked losing a life that had at last become fulfilling; but in carrying it out I experienced a second life, a life so separate and complete it appeared to have little relation to the old one that went before.
The acquisition of the knowledge of navigation has a strange effect on the minds of men.
Give wind and tide a chance to change.
Richard E. Byrd
One cannot look at the sea without wishing for the wings of a swallow.
Sir Richard Burton
There is a pleasure unknown to the landsman in reading at sea.
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Good Old Boat Magazine
7340 Niagara Lane North
Maple Grove, MN 55311-2655
763-420-8923; 763-420-8921 (fax)
Michael Facius, Editor
Jerry Powlas, Technical Editor
Mary Endres, Design