Latitude 38 November 1980 by Latitude 38 Media, LLC

latitude THE NORTHERN CALIFORNIA SAILING SHEET

VOL 41 NOVEMBER 1980

Serious sailors from choose after year quality and reliability all power ratios you need. Tl -

Bartow Marine USA, Inc. PtjQ^uction Place %J Newport Beach,CA 92663 (714)631-4004

Downi 651 Howarj San Francisco,^ (415)543-7818

barlow Quality .* added value.

ORANGE SUNSHINE ★ & CHARLIE ★ GOING AT IT! Glen Miller was getting a J-24, and his departure from the Ericson 27 fleet gave the other fleet members a chance at the championship.

Orange Sunshine had been devastating in the hands of Glen s group, and it was sad to see the former winner patiently wearing a for sale sign on her slip. Glen and his friends were sailing a J-24, and no one seemed interested in buying Orange Sunshine. In the meanwhile Jim Mayne who, with Charlie, had won the Ericson 27 championship in the past, was doing very well. With the nationals coming up they were looking good.

As the championship came closer Glen could stand it no longer. He got his old band together and cleaned the bottom on Orange Sunshine.

Charlie and Orange Sunshine sailed a fabulous Championship series. It was a two boat race all the way, and it was close and exciting. When it was all over Orange Sunshine had won the championship and Charlie was second. Both Jim Mayne and Glen Miller are serious about their racing, and they wanted the finest sails they could buy. But they also wanted the helping hand only a custom sail loft can provide; they wanted that little something which gives you confidence when the racing gets close. They both bought their sails from Richards and van Heeckeren. We thank Glen Miller and Jim Mayne for letting us be part of their championship effort, pnd we are proud of their superb performance.

PHOTOS BY DIANE BEESTON

If you want some superb service, or maybe even some superb sails, come by or give us a call. We’ll be glad to help.

Stocking Dealers for: Headfoil 2 ^ Powered by Pineapples

Richards and van Heeckeren SAILIAAKEPS AT 123 SECOND STRE£T; OAKLAND, CALIFORNIA 94607 (415)444-4321 page 3

YACHT RACING HEADQUARTERS

FORTE

BLACK MAGIC

LEADING EDGE

41’ Custom Peterson 2 Tonner. 1980 SORC — 2nd Class 3rd O.A. $160,000

36’ Custom Contessa — Lloyd A100 Cer¬ tificate. Has won 187 regattas. A com¬ plete yacht. $128,000

34’ Custom Wylie State-of-the-Art, I.O.R. Winner, 1980 Ano Nuevo — 1st O.A. $58,500

OOOH NO!!

SUMMERTIME DREAM

RATIONAL HARPOON

31’ Custom Peterson. A proven winner, current IOR 22.0 $40,000

26’ Custom Schumacher. 1980 MORA O.A. Champ; 1980 IORDA Div. “D" Champ; Two-time V4-ton N.A. Champ. $27,000

37’ Ericson, 1980 IORDA Div. “B” 2nd; New North sails & equipment. $60,000

NOR-CAL IS ALSO YOUR EXCLUSIVE BAY AREA DEALER FOR:

EMC SON Yft CUTS

Corporation * i

YACHTS.

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

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

Available for Inspection at Our Docks at Mariner Square. Cali Chris Corlett for Details.

NORTHERN CALIF. YACHT SALES 2415 Mariner Sq. Dr., Alameda, CA 94501

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

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Every yacht makes a statement about its owner. This new Pearson 530 is no excep¬ tion. In her 53-feet, designer Bill Shaw has quietly achieved elegance without ostentation. She is the consummate performance cruising yacht. The best of tradi¬ tion thoughtfully combined with modern-day materials, technology and design. Over twenty-one tons of boatbuilding integrity — as nimble and responsive as she is beautiful. You really must take the wheel to appreciate how compliant and sen¬ sitive this much yacht can feel. Let the new 530 make a most impressive statement about you. For an appointment to inspect and sail the new Pearson 530, Call (415) 26LSAIL.

SAILBOATS, INC., Embarcadero Cove, Oakland, CA 94606

CONTENTS \

OAKLAND • SAN DIEGO

496 Jefferson St., San Francisco, CA 94109. 928-2100 76 Jack London Square, Oakland, CA 94607. 452-1100 2727 Shelter Island Dr., San Diego, CA 92106. 223-1691 2040 Harbor Island Drive, San Diego, CA 92101. 295-3705

NOW IN STOCK!

19 39 43 47 50 56 58 64 67 78 81 86 90 92 94 101 106 108 114

subscriptions letters loose lips high altitudes open letter / bill lee sightings some more sightings out of my pants oriel spirit of litigation max ebb tropical topics master's yankee cup cruising cosh clash old times not forgotten boot women second cruise invitational match yachting's golden years george w. phillips

Cover Photo: Self-portrait by Amy Boyer as she climbs the mast of Little Rascal to retrieve a lost halyard during the Singlehanded TransPac. page 7

THE LYLE GALLOWAY CLASSIC CHRISTMAS CARDS & THE DIANE BEESTON SAILING CALENDAR FOR 1981 Miniature Polished Brass

CLOCK &

BAROMETER

10% OFF!! Matching barometer & clock with eight day precision movement. Solid case with heavy screw-on Bezel. Full tone striking on full & half hours in authentic ship’s bell fashion.

The V.S.O.P. A superior SWEATER made from 100% VIRGIN lightly oiled WOOL for exceptional warmth and water repellency. The unique convertible collar gives you a choice between a snug turtleneck and a stylish open shawl neckline for ventilation.

Comes ashore for leisure wear Perfect casual shoes, on and off shore! With the famous TopSider® sole and fashion-right uppers.

SAVE FUEL.. . we are as near as your telephone.

The Sailor’s Chandlery— at Clipper Yacht Harbor

Vour CARD CREDIT is good with us.

marini marine (415) 332-5172-9 to 5:30,7 Days

300 Harbor Drive, Sausalito, Calif. 94965

From Marin’s Nautical Clothing Headquarters

NOVEMBER/DECEMBER SEASONAL IDEAS i11 ,i,

irtl.Vi,i.:,j |IM

It’ll M Mil

Signal Life Jacket C.G. Approved $29.95 Reg. 34.95

&\\oriw ROMIKA Sailing Boots

100% Wool Sweaters

j mutt

SUNLINE WINDSKINS BY O’NEILL Finest lightweight neoprene garments

foP-iJsivm

Life Vests AK-1 (Type II PFD)

J-

O’NEILL Johns for full leg & torso coverage.

Sperry TOP-SIDERS Ladies-Men’s SAIL LOFT

SPORT FASHIONS

Timberland &\\ort'vi

Brown Hand Sewn Boat Shoes

Trophy Sailing Gloves

>e,S!

100% Cotton Sailing Shorts, Slacks, Shirts.

>sSS-

Brass Ring Web Belts with Dolphin Design

Weathergear

Weathermark Duffel Bags Small, medium, large

Weathermark Carry-AH Bags Small, large

Canvas Shoulder Bags, Saddle Bags, Drawstring Bosun’s Bag.

SAVE FUEL... we are as near as your telephone.

The Sailor’s Chandlery— at Clipper Yacht Harbor

Your CARD CREDIT is good with us.

marini marine (415) 332-5172 *9 to 5:30,7 Days

VESA

300 Harbor Drive, Sausalito, Calif. 94965

Reminders for November — December Shopping... NEEDED & WANTED ITEMS for AFLOAT or ASHORE 7-11

Simple thrilling

Laser.

ffWim

Great Selection of YACHTING BOOKS

Optimus Rapid Lighting Lantern

Magma Kettle Barbeque Montgomery Lapstrake Style Sailing Dinghies

u BONSTAN

Binoculars

Aquastar Countdown Self Winding Watches

Custom Yachting Systems

Windscoop for Comfort Below

Montgomery Lapstrake Style Yacht Tenders

Specialists to help you ...

Scotch Box Portable Barbeque

Davis Marine Sextants

Trade up to a Self-Tailing Barient

Sail Vane Apparent Wind/Trim Indicator

NORDIC

Special S.F. Bay Showing in Mid-November. Please Gail for Appointment.

Built in America to meet the rugged conditions often encountered in offshore sailing.

Robert H. Perry’s latest concept of performance cruising— fast, powerful and comfortable. Aft cockpit design with tri-cabin interior accomo¬ dates six in luxury and comfort.

A deck arrangement designed for sailing. The most exciting boat of it’s size available today!

Special introductory price with substantial savings available for a limited time. Contact CITY YACHTS today for the details on this no nonsense, high quality yacht... we left the1 “gingerbread” at home.

Foot of Laguna Street, San Francisco, CA 94123 Telephone: (415) 567-3695

SUBSCRIPTIONS

I WANT IT! □ Enclosed is $10.00 for one year Third dass Postage (Deliver/ time: 2 days to 2 weeks)

□ Enclosed is $20.00 for one year First Class Postage (Delivery time: 2 to 3 days)

□ I have a distribution point in my area which will distribute 25 or more free copies of "Latitude 38". Enclosed is their name and address (these copies are sent via UPS at no cost to distributor.)

Fashions.

NAME

199 SECOND STREET • SAN FRANCISCO • PHONE 986-2090 FREE PARKING AT S.W. CORNER AT 2ND AND HOWARD

ADDRESS CITY

ZIP

Charts are our business .... So our large inventory covers most of the world. W€ carry National Ocean Survey) National Oceanographic and British Admiralty Charts,

latitude

i);

We also stock all the publications and navigation books that you need and Pilot Charts, l.oran. Omega and plotting charts are on hand; •s

And we sell sextants, chart tools, compasses, clocks, barometers, chronometers, computers, logs and binoculars. Editor & Publisher — Richard Spipdler

Please call us for your requirements. We are at your service.

Co-Publisher — Kathleen McCarthy Advertising — Jaime Muniz Production — Terri Wilder P.O. Box 1678, Sausalito, CA 94965 (415) 3,32-6706

‘the northern California sailing sheet’ Page / /

TDADEWIND INSTRUMENTS LTD. MARINE NAVIGATIONAL INSTRUMENTS

2540 BLANDING AVENUE ALAMEDA, CALIFORNIA 94501

(415) 523-5726

Manufacturer:

UNITED SAILING YACHTS

One Owner - 25 Veers Dealer:

Sailboat Shop J

THE

One Owner - 8 Veers

ASK A CUSTOMER WHY

We will continue to provide the kind of product and service which have gotten us here. Products with reliability, minimum warranty work required, high resale value, a joy to sail, and a boat the owner can be proud to own. And to our past customers — Thank You!

Jack O’Rourke & Gary Helms

2639 Blanding Ave., Alameda, CA 94501 (415) 521-5900

r ^

WHY ARE THESE MEN SMILING? !

Fred Paxton and Chris Penn feel pretty good about their achievements this year. They won the Ranger 23 Championship for the third year in a row.

Fred Paxton

Thatâ&#x20AC;&#x2122;s quite an achievement in a fleet that qualifies 23 boats. Fred qnd Chris have used nothing but North Sails, including an experimental Dynac spinnaker. We at North would like to thank them for their support.

Chris Penn

North Sails win more races than any other Sails in the World. 2415 Mariner Square Drive, Alameda, CA 94501 (415) 522-5373

(415) 523-8500

2415 Mariner Square Alameda, CA 94501

A QUARTER OF A CENTURY OF SELLING THE BAY AR£A’S FINEST YACHTS THE TATOOSH 42 represents a major evolution¬

THE TATOOSH 42 is the most exciting cruising yacht

currently being built in the Far East. The Tatoosh 42 has been designed to deliver very high performance cruising to the yachting family that wants to main¬ tain their high-comfort sailing as well. Her under body, topsides, deck layout and rig are all intend ed to provide easy and exhilerating sailing, while her interior accomodations are as com¬ plete and comfortable as any 42-footer in the world. Robery Perry has designed all of the boats that I have imported from the Far East, and the fruits of his knowledge and experience in both design and con¬ struction are evident in the new TATOOSH. The new TATOOSH is a lo¬ gical step into the area of fast cruisers, one that com¬ bines the best of Far Eastern fiberglass and joiner work with an exceptional American design and excel¬ lent equipment from the United States and Europe. It is a combination that will be hard to beat.

Bob Brerg Importer & President of Quicksilver Corporation

TATOOSH-42 L.O.A. D.W.L. (no rudder). D.W.L. (with rudder). BEAM. DRAFT. DISPLACEMENT. BALLAST.

ary step for one of my offices best clients. The hull design of the TATOOSH 42 employs fea¬ tures that have been slowly assembled by both emperical and theoretical computer date. There is a hard knuckle directly at the cutwater and the sections forward are U-shaped to reduce superflous displacement and increase the prismatic coefficent. The midship section of this design shows hard bilges for stability and volume at the cabin sole level. The run is smooth and clean and there is suf¬ ficed counter aft to eliminate the truncated look that many modern cruis¬ ing yachts exhibit. The vertical transoms allow for maximum length on deck and simultaneously maximum sailing length. The interior has been laid out for comfort during long stays on-board. I have found through personal experience that a seperate shower stall is a very valuable componet of a cruis¬ ing yacht’s interior. The aft stateroom also includes a seat, handing locker and a bank of drawers. The settees in the main cabin have been arrang¬ ed for comfortable loung¬ ing and the ability to do double duty as berths. There are 5 opening hatches additional to the compan¬ ionway hatch. An optional double berth is available forward in lieu of the stand¬ SPECIFICATIONS ard V-berths.

.41’10” .347” .36’5” .12’9” .5’10” .21,258 lbs. .8,700 lbs.

SAIL AREA. SAIL AREA/DISP. .16.69 DISPLACEMENT/LENGTH . .229 Cp. FUEL TANKAGE. WATER TANK. (2 tanks)... . 160 gals, (apprx.) ENGINE. (dsl., 42 h.p., 4 eye., FW cooled)

Robert Perry Designer

The Incomparable Sutter Dodger. When conditions get a little rough and you want to stay warm & dry, it's nice to know your dodger can take it.

But, What's Strength without Beauty?

Sutter dodgers have a reputation through-out the Pacific Basin, from Alaska to Bora Bora, for Design which Compliments the natural lines of a yacht.

And you simply can't buy a stronger, more beautiful dodger. Call us for Free Consultation & Estimate. Miller sail* Harbor Dr., Sausalito, CA 94965 (415) 332-2510

page 15

CONGRATULATIONS TO ALL THE 1980 SEASON'S CHAMPIONS USING v

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I (IORDA-C) Wylie 34, Magic Too, Roy Rafael

1stSantana 35, Blue Max. Bill Patry and Bruce Seymore

1st

■ fHDA-F). C & C 35. Coefficient. Laurie and Marylou Timpson

1st

Serendipity 43, Wings, Roger Hall 1980 Duxbury-Lightship Ocean Race

DEWITT SAILS 10% fall discount is on now through December 1. Call us for a quote on new^sails—you'll be a winner too! We're open Monday - Friday, 9-5, plus Saturday, 8-2.

415-234-4334 or 234-8192 1230 Brickyard Cove Road, Pt. Richmond, CA 94801

Olson 30, Hanalei Flyer, Don Keenan 1979-80 Metropolitan Yacht Club One-design Midwinters

(IORDA-B), Santana 37, Amateur Hour, Bob and Doris Klein

1C, Quickstep, George Degnan

Islander 28, Mandella, Dan Woolery 1979 YRA Champion 1979 and 1980 Northern California Islander Regatta

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This boat has been specifically de¬ signed to meet the rigorous require¬ ments for the club’s one-design New York 36 Class Association. The Asso¬ ciation, headed by George Isdale Jr., wanted a boat that would be fast, com¬ fortable, and not subject to IOR rule changes. The boat would have to set the pace by being a leading edge design. After looking at many designs, the Class Association selected Wm. Cook who has maintained a consistent reputation for turning out winners. The NY 36 requires a smaller racing crew and can be easily cruised by a couple. The interior is comfortable enough to make any crew feel at-home at sea. Generous use of teak and innovative in¬ terior styling make this fast racing boat a beautiful cruiser as ^yell. The builder? W. D. Schock Corp. With full production facilities in Califor¬ nia and Florida, Schock has a strong 35 year history in one-design construc¬ tion. The availability? Production starts November, 1980. The first twenty-one NY 36’s are pre-sold to New York YC and American YC members. Deposits are being accepted on the NY 36’s that will be available to the sailing public June of 1981. Quality, performance, elegance for the yachtsman who wants more for his investment.

BARIENT

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SPARCRAFT

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LETTERS □ THIRTY-EIGHT WILL GET YOU FORTY I would like to join our skipper, Admiral Gracey, in expressing our thanks to you and Latitude 38 for your continued support of the Coast Guard and its boating safety programs, in particular, through your publicizing the Auxiliary’s public education courses. Our most recent class had an enrollment of over 100. Of these, 40% listed Latitude 38 as their source of learning about the availabili¬ ty of the course. This says a great deal for your “sailing sheet” con¬ sidering the number of publications in which the announcements ap¬ peared. Congratulations on a great magazine . . . and thank you. Art Christian U.S. Coast Guard Auxiliary

□ SILOUHETTE DREAMING Thank you for printing the article about the “Silouhette”. No-one came forward with info, so we sailed her out across the Bay to Angel Island. I now am writing this message as an appreciation to a fine man, who is harbormaster at Oakland Yacht Club — What’s real and what is not? Here I am aboard our own sailboat, listening to beautiful music from an F.M. station. I’ve just come back from a pleasant sail and luncheon at Jack Lon¬ don Square. I quaff my beer and relax into a dream state of mind. I drift back to days when, as a young man I spent hours admiring sailboats. Every day was spent at the Milwaukee Yacht Club. Their flagship was called the Dorello. I dreamed of the day I would be ask¬ ed aboard and sail out onto Lake Michigan. It never happened, but, I was a boy with a dream. Years later I met a man by the name of Harry Gilken who had just finished a beautiful Chesapeake Bay-type boat. Double-ender, 34’ long, 11’ beam. She had a jib fors’l and main. He asked me aboard and took me sailing with him. I was asked to take the tiller, but I had to admit to my ignorance of sailing. He instructed me that whole afternoon. Next day he asked me to accompany him to the Chicago World Fair. It was a memorable trip. I learned plenty about sailing. Then the depression, a divorce, a war and a change from Wisconsin to Califor¬ nia. All this water really got to me. I bought an Alcort Mini-Fish, join¬ ed the Merritt Sailing Club, met and sailed with some great people. Amongst these folks were George Frederick and Scotty Smith, my

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□ MILK CRATES Regarding “where do they come from?” on page 67, one place that sells milk crates is Early Winters, a Seattle mountaineering store. Bill Carrington Bill — Thanks for the tip. If you folks are interested in using milk crates on your boat — as used on Independence, Pegasus, Wild Spirit and other famous boats — they are available for purchase. page 19

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now partner. George bought a Cal 20 and introduced me to the Bay sailing. That was it. Scotty and I sold our small boats and pooled the money and bought “Silouhette”. Now, it’s the Estuary, the Bay, sleeping aboard and adventure. My Boyhood dream came true. But — had it not been for Doug Silve, harbormaster of OYC my dream would still be on a trailer.

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SANTANA 35

Congratulations to Chris Boome sailing WIDE LOAD with Sam Bonovich in the S.F. Bay Match Race Championship & to Rich Hackett in WIDE LOAD who with (5) FIRSTS was selected to represent S.F. Area in the Congressional Cup Series

THE MOST ACTIVE RACING ONE-DESIGN IN THE SAN FRANCISCO BAY AREA, WITH THE FASTEST CROWING FLEET. SF YRA ODCA II OYRA OCEAN SERIES ONE-DESIGN MYCO CATALINA ISL. RACE ONE-DESIGN MYCO MID-WINTERS ONE-DESIGN SF^BAY MATCH RACING SERIES SF CONGRESSIONAL CUP ELIMINATIONS StFYC ONE-DESIGN REGATTA CYC ONE-DESIGN REGATTA SANTANA REGIONAL CHAMPIONSHIP REGATTA SANTANA 35 NATIONAL CLASS CHAMPIONSHIPS

Santana 20 — Santana 23 — Santana 525 Santana 35 — Santana 39 New York 36 N 24 — Newport 27 — Newport 28 Newport 3011 — Newport 41

MARINER SQ. YACHTS lllf

SEA FURL For Carefree Cruising.

Total Sail Control Smooth, Easy Operation With Greater Headsail Efficiency Reef And Furl From The Cockpit Choice Of The Charter Fleets

Distributed by Paul Buttrose Enterprises

2415 MARINER SQ. DRIVE ALAMEDA, CA 94501 521-7030

YACHTSMAN’S CONDOMINIUM IN ALAMEDA If you would like to walk out of your living room or master bedroom and board your boat, this condo¬ minium is the ultimate. A private deck on deep wa¬ ter which will accomodate a 40'-45' boat. Plus a 2 bedroom, 2Vi bath condominium. Woodburning marble fireplace, cathedral ceiling, wetbar. All Elec¬ tric kitchen, washer/dryer, 2 garage spaces. Excel¬ lent security plus public transportation. A substan¬ tial allowance for redecorating. Asking $242,000. Shown by appointment only.

(415) 781-2260

Installed & Serviced by Bay Yacht Service (415) 332-4949 dealers for:

• Edson Steering Systems • Hood Sea Furl • Navtec Hydraulics

TRANSCENTURY realty masters inc. Alan Carnell — 465-2706 Roy Poczik - 339-1822 Art Briscoe - 521-5167

LETTERS We called Early Winters in Seattle and the guy told us they had them made especially for them by the same manufacturer who makes them for milk companies. Early Winters calls them ‘Great Crates’ and they even have the warning ‘only for use by original owner — just like the ‘real’ ones. We asked them what they get used for, and he told us, “There’s 101 uses — on motorcycles, to keep climbing gear in, to support beds, and all kinds of stuffYachtsmen seem to have 101 uses for them also — for storing food, lines, gear, etc. The big benefit is they are plastic and have lots of holes for ven¬ tilation .

You can get them for $8.95 each, 2 for $15.90, or 4 for $29.95. Just call Early Winters mail order number (206) 622-5203 and tell them whether you want red, orange, blue or green. The mailing ad¬ dress is 110 Prefontaine Place South, Seattle, WA 98104.

□ H-28 My husband and I just bought a Herreshoff H-28 (modified) ketch built in 1965 in Japan. We were told that there are several other H-28’s in the bay area. We would like to hear from these owners about their sailing experiences on a H-28. We are new “sailors” and have found Latitude 38 a beginner’s delight. Dolores & John Crawley 328 Yates Dr. Santa Rosa, CA 95405 Lady Boken Sha

□LIVE AND LEARN During the recent TransPac and return, it was interesting to discover what other offshore folks undoubtedly learned long ago, i.e., that there are frustrations connected with ocean sailing that one can’t possible imagine until out there by himself learning them first¬ hand. They seem to be particularly frustrating to bleary-eyed singlehanders. Just a few of them follows: Mitchell’s Maritime Murphy Maxims. 1. Any headsail change usually requires a change back to the previous sail within 15 minutes. 2. When becalmed, stop trying to make the boat go. Do something interesting, like fixing a gourmet meal or starting a good book. The wind will build to gale strength and the"boat will be uncontrollable in no time at all. 3. When the winds are light at dusk, and with a fair sky, leave up a full main and a large genoa. This guarantees heavy squalls during the night with gusts to 40 knots requiring a storm jib and triple reefed main — usually at 0230 hours. Conversely, double reefing the main and putting up a small heavy weather at dusk will guarantee light winds and/or slatting all night long. 4. When planning a quick passage (like home from Hawaii), don’t put aboard much diesel fuel. This will guarantee at least one week of calm. The reverse is also true. 5. When trying to get a much needed celestial shot, one of the following always happens: a. A wave will break over the boat, you and especially the sextant at the most critical moment of the sight, no wave having done so in the previous eight days. b. A sail will get in the way of the shot, or else page 21

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HANSA 33 This beautiful blue water cruiser is the smallest of the Hans Chris¬ tian designs. But don’t be fooled by it’s exterior size, one step in¬ side the cabin and you’ll be con¬ vinced ydur in a much larger yacht. Features include a queen¬ sized bunk, navigation station, head with shower stall, palatial saloon, and a full sized double aft cabin. Combing the finest quality marine hardware and the beauty of quality crafted teak wood-work throughout, the Hansa 33 is an excellent example of the high Hans Christian standards.

££?; <W ■' * i ' s'" S j&ffiR

Partial List of Brokerage Yachts Sam Brooks—Yacht Broker

POWER

SAIL 20'Cal 21' Wilderness 3 from 23' Ranger 25'Bahama 27' Santana 27' O’Day 27' Choate (Foreplay)

$ $ $ $ $ $ $

5,000 10,900 12,500 9,750 16,000 19,950 19,950

28' 30’ 30' 38' 44' 45' 49'

Buccaneer Cape Dory Tartan Downeaster Cheoy Lee Coronado Custom Ferro Catch

• Hans Christian • B/J • Gryphon

$ 16,500 $ 38,850 $ 40,000 $ 69,995 $159,995 $ 86,500 $110,000

• Mason 37 • Banshee

18' 30' 40' 44' 49'

Kona w/t!r. Sea Ray Owen Tahitian Pacemaker Alaska Trawler

• Wilderness • Topper

$ 5,100 $ 59,000 $ 52,000 $ 89,500 $189,000

• Dover Dory

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fL D a p K a a \li m 1 a a Roger & Barbara Wales

Distributed by:

<, L /> p m i al it <■, *• m . a of1 M Northern California

Cruisip§ World YacbtsTpc. 2415 Mariner Square Drive, Alameda

(415) 521 1929

LETTERS

£ some part of the boat or rigging will block the horizon from view. c. Unexplainably the boat will experience pe¬ culiar and uneven wave actions, which last only for the duration of the sights. ' d. The body sighted will be covered suddenly by clouds just as the sextant is raised into sighting posi¬ tion. e. If you desperately need the sun to appear for a shot you’ve been waiting for for a long time, get disgusted and put the sextant away. The sun will appear the instant the sextant is in its box. f. The wind will try to blow the sextant out of your hands. g. Your sighting eye waters just at the critical instant of horizon tangency. h. If you desperately need a latitude shot, eight Polaris of the horizon beneath is never visible. If you’re confident of your latitude, the clear twilight sky will present Polaris in all its glory — and with a good horizon beneath. So, anyone going offshore for the first time, particularly alone, beware! You can expect any or all of the above, plus probably a few

Let Anchorage get involved in your boating needs! Our staff is experienced, knowledgeable and always interested in helping you. Both professional and amateurs use our complete inventory of marine fasteners, electrical products, paint, rigging, foul weather gear, tools, marine hardware plumbing and charts.

FEATURED THIS MONTH:

MARINE PLUMBING Hand, foot & electrical water system pumps — 12 V, 32V&110V bilge pumps — radiator, fuel, bilge, exhaust and drinking water hoses — bronze & plastic nipples, reducer couplings, unions etc. — bronze & plastic ball valves, thruhulls, cockpit drains, strainers, check valves, hose connectors & adaptors — bronze gate valves & sea cocks — all stainless steel hose clamps — brass flare fittings & copper tubing — Y-valves for head & bilge systems — pump repair kits.

Mitchell singlehanding to Hawaii.

even more interesting maritime tricks that only you will discover and, in the process, learn to really enjoy. Dick Mitchell Blithe Spirit Alameda

NOVEMBER SPECIAL 20% discount on all

□TENACILY SPEAKING Having just returned from a very interesting trip to the east coast, I have a few tidbits of information on this year’s crop of maxi-boats. There are an extraordinary number of maxies in various stages of production right now — it seems that everyone wants to play the game. It’s shaping up as something like ten-ton level racing, with a “Class-A” association forming to encourage racing among the greatest number of IOR 70 boats. The big boats get sort of screwed by the IOR, since most of the modifications to the rule are aimed at equalizing the smaller boats, and wind up penalizing the big boats un¬ fairly. As a result, a number of big-boat owners are ready to go out and play with each other, and forget trying to complete with the little guys. Huey Long’s new Ondine is under construction at Palmer page 23

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LETTERS

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Johnson in Wisconsin. It was designed by Jerry Milgram, the M.I.T. whiz-kid, and is reported to be little short of radical. Also at P.J. is one or more of several IOR 70’s designed by German Frers, whose first shot at a maxi-boat was Bumblebee 4, which was very impressive in last year’s Southern Cross series. Kiwi Boats in Florida is building Jim Kilroy’s new Kialoa to Ron Holland’s design. This is Holland’s first try at a maxi; it will be racing S.O.R.C., possibly alongside Kilroy’s old Kialoa; should be an in¬ teresting series for the maxies. Also under construction in England, but under a Kiwi franchise, is Bob Bell’s new Condor, another Ron Holland-design, but intended for sprint-style races — under 600 miles or so. It is reported that Bell’s current Condor of Bermuda, more recently known as the Buzzard of Tetiaroa, is being rebuilt in New Zealand, with a deck layout identical to Bell’s new boat, so the crew can train in advance. Jake Wood, owner of the C&C 61 Sorcery, is now working on plans for a new maxi-boat to compete with the new fleet. It is likely that he will build two nearly-identical boats, so if anyone wants to play this game, there may be a boat available sometime next year. Octopus » The Oceans

□THE NON-RACER’S EDGE Enclosed is my $10.00 for a year’s subscription. The “freebies” are getting unreliable. And good stories on cruising are also getting unreliable in the “slick” magazines. So I am forced to renew my subscription to Latitude 38. May I give some good advice to the “Non-Racing” members of all the yacht clubs out there? Especially those members who are always complaining that they are left out of the fun-n-games and conversa¬ tions of those that race. If the “Non-Racers” would start working on the Race Committees, . and pitch in and help where-ever they are needed, so more racers could be racing and not having to work on those committees, they would find that they would be “included” by the Racers, and even be down-right appreciated by them. Wayne Jones • Fresno Yacht Club “Non-Racer”

□RE-RIGHT A WRONG I have been building a very unique sail boat in Coronado, which will be launched upside down, Saturday morning, October 25, 1980, at Rask Boat Yard. The Osprey which is a 36’ trimaran will then be towed out to sea, (just past Point Loma) where I hope to be the first person to suc¬ cessfully re-right a cruising trimaran. I believe that this is a great step forward in the safety of boating, and hope that the re-righting of the Osprey seems interesting enough for you to cover in your magazine. If you require more information, please contacTme at Rask Boat Yard. » Leo Surtees Coronado Leo — If it works, it might be a handy little invention. Back in late September the Coast Guard sent out a Notice to Mariners to beware of the submerged hull of the 44-ft. trimaran Triad which had been abandoned partially sunk, 1,100-miles off Eureka. Maybe your in¬ vention could have saved the ship. page 25

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P. O. Box 2232, Richmond, CA 94802 (415) 235-6484 George Pell is the President of Lopaka Corporation. He served in the Army Corps of Engineers for 3 years, is a licensed marine engineer and sailed on various merchant vessels during World War II. He has owned and operated a fishing vessel out of Kodiak, Alaska and* several party boats in San Francisco Bay. George built a 65-ft. motor-sailing fishing vessel; crewed on the famous schooner “Barlovento” and holds five State of California contractor’s licenses in the mechanical field, which include a general engineering class A license and in¬ dustrial instrumentation engineer. He has worked in heavy construction throughout the World and in the South Pacific. He founded Lopaka Corporation in 1977. *•

rock Wood is a New England boat man who has been professionally involved in the marine industry for the past 11 years. His activities have included operating a shore support business specializing in electrical engineering, installation and ser¬ vice for maritime application, commercial fishing and vessel delivery. He holds a 100-ton U.S.C.G. license for power and sail. He has logged more than 30,000 miles of blue wajer cruising on his own 57-ft. steel ketch, “Sea Lion”. Rick is Vice-President of marine operations.

FEDCO (Fisheries Engineering Development Co.)"

Since the Fisheries and Conservation and Management Act of 1976, and the 200-mile fishing zone, the1 United States fishing industry is rapidly modernizing and expanding. The highliner of today must possess greater skills than ever before. Knowledge of new systems, finance and marketing has become as important as fishing instinct, drive and seamanship. FEDCO's new advance in fishing vessel engineering is Ihe result of the combined efforts of several of the most respected experts in fishing gear technology, vessel design, and

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Design Engineering of fishing

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Ray Lutz (Haku) was born in Hawaii and attended the now famous Kamehameha School for Boys. He spent 4 years serving his country in the Marine Corps, after¬ wards attending Solano Junior College, majoring in Business. He served a six year apprentiship at the ARRAY Boat Yard in Suisun, California, where he worked under such names as Floyd Jordon, “Moose” Jackson, Frank Companella and R. K. Lutz, Senior. Haku has been at Blue Bahia for 1 Vi years and is presently the general foreman. >

Chris McFee is the Blue Bahia's ships carpenter and has many years in the boating industry. He served as apprentice in the Yankee Boat Yard in Connecticut; at age 18 built a 25-ft. planked boat in his spare time and sailed it singlehanded to Hawaii. He spent 2 years restoring the “Carthegenia” in Maui, and also worked one year as the rigger and carpenter on “Balclutha” for the San Francisco Maritime Museum. Chris is not only an accomplished ships carpenter, but also a blacksmith as well. To round things off a bit, Chris is an actor starring in the cur¬ rent production of “Brigadoon”, now playing in Richmond.

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LETTERS

" Wallas-Thermotroi^ HEATING SYSTEMS

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This line of Swedish-made, forced air kerosene heaters will make life on board much more comfortable.

Somehow we let our subscription lapse. Enclosed is a check to rec¬ tify that oversight.

Originally designed for marine use where reliability, safety and comfort is required.

Also, maybe your readers can help complete a long-standing pro¬ ject. I have a nautical trivia book about to go to press which deals with the fine art of naming one’s boat. If anyone knows of an unusual, amusing name or important vessel that should be included, I would appreciate them letting me know.

Over 50,000 Wallas-Thermotron Heaters have been sold world-wide, keeping boats, warm, dry and ventilated for maximum comfort.

It can be a real vessel (contemporary or historical), or one from literature, tv and movies. Thanks for your help — Mrs. Carol Mueller 2012 Eureka Canyon Rd. Watsonville, CA 95076 Carol — Sounds like an interesting book. Let us know when you get it published. Combustion air intake and

Readers — Here’s something we got in the mail, which we sup¬ pose, demonstrates that boatowners as a group may have some political power. There is nothing more fundamental to owning a boat than being able to use it! Boatowners who use the San Rafael Canal were almost “stuck in the mud” until our Congressman, John Burton, was able to secure funds to dredge that channel. . San Rafael Mayor, Larry Mulryan, called upon Congressman Bur¬ ton to cut through the maze of red tape. Immediately, the Con¬ gressman arranged meetings with the Fish and Wildlife Service, the Army Corps of Engineers, and San Rafael officals to solve the pro¬ blem. This month the dredging has started. Not only can boatowners rest easy, but it has been stated both by former San Rafael Mayor Paul Bettini and present Mayor Larry Mulryan that had the dredging not been done, the entire recreational boating industry in San Rafael consisting of marinas, boats, and repair facilities would have been wiped out. That would have meant a loss of jobs and taxes to support local government. For the 1,000 recreational boats along the canal and the $10 million in annual business, we thank Congressman Burton. We boatowners should remember we had a friend when we were in trouble. Let’s support his re-election effort when we cast our vote on November 4, and let’s give him some financial assistance. Roy M. McQuown, Chairman Boatowners for Burton This letter paid for by the Committee to Re-elect John L. Burton

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□ SNIPE HUNT In a recent issue of Latitude 381 noted the address of the Secretary of the “Snipe” Association; now that I need it, I can’t find it. Would you please send me the address? v , E.W. Carmichael 365 Westlake Road Auburn, CA 95603 E.W. — We’d send you the address if we could, but we can’t. Maybe someone who knows it could.

□ONE MORE TIME The crew list that you published in the spring was GREAT. page 31

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LETTERS Without this list, I, and 1 suspect many boat owners, would not have had as good a season as we did. I also suspect that a lot of very in¬ teresting people would not have had an opportunity to sail and race on many of the boats in the bay. It was remarkable that all of the peo¬ ple who put down the amount of experience and the size boat that they had sailed on told the “absolute” truth, at least those that we had contact with. Nevertheless, we did have an opportunity to meet some nice people and we hope that they enjoyed themselves. Now, HOW ABOUT DOING IT AGAIN! It might be an idea to not only publish the application forms in Latitude 38, but you might also give some thought to having the sailing writer for the Chronicle put something in the Green Sheet similar to what you use. By limiting the applications to Latitude 38, it occurs to me that you may miss a few people in the Bay Area who would like to enhance their vast ex¬ perience of sailing. I realize it’s inconceivable that anyone who is in¬ terested in sailing would not also be a regular reader of “The Nor¬ thern California Sailing Sheet”. Can you stand one more suggestion? If such a crew list were published twice a year it might be even more helpful. The MidWinters and light air may offer an excellent opportunity for some of the newer sailors to make a conclusive determination of which is the sharp end and which is the blunt end. Also, summer sailing produces white knuckles for everyone; however, the new sailors are inclined to scream a lot. I’ve read a lot of sailing magazines over the years, and Latitude 38 not only has more substance but it is written with humor and style. And you can’t beat the price. Jerry Warren Oroville Jerry — Glad to hear the crew list worked out well for you. It’s a lit¬ tle late to do one for the Mid-Winter Series, but we’ll be sure to do one again next year. Like you, we think it would be great if the Chronicle could run a crew list too, but that kind of thing usually isn’t up their alley. We will mention it to Kimball Livingston, however.

□ LONG HAIR, STINK POTS & SANCTUARIES Last weekend our daughter and her husband, both avid sailors and members of the Marin Yacht Club, brought down a copy of your September issue. I was interested to note your report about our battle with the Sanctuaries Program Office over their sly trick of trying to close the Channel Islands to all boating people. Attached is a tearsheet from the October 1st issue of San Diego Log, which brings this matter up to date. What President Carter means by saying the islands are “an exceptionally productive ecosystem” is hard to understand. What he should have said is “the islands and surrounding waters are an exceptionally beautiful place to put more long-hair federal employees on the backs of taxpayers.” In the same issue, on page 43, I read with some chargin your reference to powerboats as “stinkpots” and your recommendation that sailors should steal the keys from any powerboat that they see and disappear with them. As a powerboat owner for more than 30 years I resent what was said. What would have been your reaction if our efforts to keep the Channel Islands open to yachtsmen had stipulated that sailboats would not be allowed to come within 2 miles of the Islands because they “stink”? I thoroughly agree with you that thoughtless, stupid hot-rodders are a disgrace to yachting. But I will also say that sailboat owners are not without criticism. Their belief that sail has $he almighty right of page 33

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LETTERS

1894 Was A Very Good Year

way, regardless of the risks they impose on their own safety and the risks they impose on powered boats (whether an outboard or a supertanker) is archaic and equally stupid. I can cite three different incidents of sailboats ramming us, when we were anchored and total¬ ly unable to get out of their way, because they were trying to sail in a congested cove and did not have enough sense to drop their sails and use their auxiliary power. But that has not caused me to propose boring holes in their bottoms or stealing their sails — nor caused me to condemn all sailboat owners. Many of them are among our closest yachting friends, and for years we have acted as committee boat or escort vessel for such sailing events as the Congressional Cup Races and Newport-Ensenada Races. Nor did we say in the introduction to our book Cruising the Pacific Coast, Acapulco to Skagway (now in its third edition) that it was written only for the benefit of powerboat owners, or that sailboat owners could not read it. The facts are that for every powerboat skipper who uses the boat as his cruising guide when cruising the Pacific Coast, there are at least 10 sailboat owners who carry it aboard their boats for the same purpose. As the emminent and highly respected sailor Carleton Mitchell is quoted as saying in the current issue of Boating, “even during my most energetic and ‘salty’ cruising and racing years under sail, I never used that word [stinkpot]. To me, the fact of being out on the water on a boat is the important thing, not whether it is driven by engines or sails.” The sooner that your editorial staff adopts that same philosophy, the better it will be for all yachting. Jack West Staff Commodore, Southern Calif. Cruiser Association Palos Verdes

Jack — By the authority vested in us by absolutely nobody, we’ve ranted and raved against noisy, smelly powerboats ever since our first issue. We suppose if you’ve read just one issue, you might take our suggestion to slip the keys of powerboats into your pocket seriously. Veteran readers, however, realize that our dislike for stink¬ pots was created solely from the need of having innocent scapegoats upon whom we could facetiously heap the blame for absolutely every misfortune that befalls a sailor. Certainly this is not right, but from time to time it gets a laugh. At Latitude 38 we prefer to run with a ‘loose’ kind of style, one that assures folks that just because they read something doesn’t necessari¬ ly make it true. We encourage readers to question not only everything we print, but certainly everything that’s printed in Yachting, Sail, your book, and all the rest. We think it’s important to encourage sailors — of all people — to think for themselves. For these reasons we have no fear that anyone would take our key steal¬ ing advice seriously. Life can get pretty grim if we don’t laugh once in a while . . . and say that reminds us of a cruising joke. These three cruisers — a stinkpotter, a motorsailor man, and a sailboat sailor — were all ap¬ prehended for no good reason in a’South American country and put before a firing squad. Right before the firing squad pulls the triggers, the sailor yells: “Earthquake!” and in all the confusion he escapes. The firing squad lines up again and this time the motorsailor guy yells: “Flood!” and in the confusion he runs off and escapesBy this time the stinkpotter has caught on. As they line up to execute him, he yells: “Fire!” But Jack, one more thing before we get on to thanking you for page 35

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Rudolf Diesel’s first successful compression ignition engine ran under its own power in February of that year. His vision of an efficient and durable prime mover was on • its way to becoming a household word. By 1900, the diesel engine had found its first transport role in marine propulsion. And in 1907, Penta produced its first marine diesel. Since those early days, Volvo Penta marine diesels have become 'world renowned for durability, reliability, and efficiency. From 7]/2 to 384 shaft horsepower, Volvo Penta diesels are designed and built to meet your most arduous power requirements. At Eskelund Marine, in keeping with this tradition, the powering of your vessel receives conscientious and comprehensive attention to detail; from the determina¬ tion of your specific requirements to the maintenance of your investment at peak economy and dependability. Now through December 31, 1980, Eskelund Marine is offering very special prices on Volvo Penta diesels. Call today for details, and discover the quality and excellence of Volvo Penta.

ESKELUND MARINE 1415) 523-7570 Authorized sales and seruice of Volvo Penta products

HOOD CRUISING SAILS INNOVATION AND EXPERIENCE MAKE THE DIFFERENCE All sailmakers make cruising sails. But only Hood has invested the time and energy to improve cruising sails. Hood has been designing and building innovative products for both cruisers and racers for 26 years. We don’t deny our strong racing program. Many of Hood’s innovations in racing have ‘become industry standards, like Gemini grooved headstays and the Hood pressed-in comer ring. Some of the racing technology has rubbed off, but the difference between good racing sails and good cruising sails is like night and day. Hood understands cruising. And, while we’ve been winning races, we have put equal emphasis on cruising and our cruising products.

Why are Hood sails the best? A sail is made of dozens of components. Hood doesn't skimp on the quality of any of them. Our cruising products are tested to the limit on boats like FLYER, winner of the Round-the-WorldRace. The innovations you see in your Hood sails are proven , long before you get them. A sail is only as good as the cloth from which it is made. Ted and his father, “Prof.” knew that when they designed the first soft cloth more than 24 years ago because no commercial cloth met their tough standards. Today, our cloth engineers still design the sailcloth for the specific applica¬ tions. And they control the design from fiber to finish. Other sailmakers must pick what’s commercially avail¬ able, attempting to match the cloth to the applica¬ tion. No commercial cloth can match Hood’s soft nonresinated sailcloth for longevity, shapeholding.

Hood Cruising Sails are standard on many of the world's finest yachts like this Hinckley 64'.

What is a good cruising sail? Oddly enough some rather time-worn words like “durabil¬ ity” and “performance” still ring true. Performance in a cruising sail is optimizing the potential of your boat with a minimum of adjustments and fuss. No off- the-shelf-out-ofthe-bag cruising sail can give you that. But Hood can, because we build your sails for the way you cruise.

handling and stowability. Hood’s exclusive tight weave has 13,500* “crossovers” per square inch compared with 8-9 thousand in normal commercial sailcloths. Because there are more yams per square inch Hood sailcloth has a higher strength to weight ratio and greater dimen¬ sional stability.

*Hood 5.1 02 Cruising Genoa Cloth.

The Sun is sailcloth’s worst enemy. The sun’s ultraviolet rays break down the fabric and shorten sail life. Hood Eclipse Cruising Sail¬ cloth was designed specifically for cruisers to solve this problem. Virtually immune to uv rays, Eclipse is so durable many char¬ ter boats fleets have made it standard.

ranty program.Our world¬ wide network of service facilities will give you the personal attention you want and the care your sails need. Hood puts more into your sails so you can get more out of them.

* I-oses more than half of original strength in 2nd year.

Hood has improved the way sails are made. Next to the sun, efiafe is a sail’s biggest enemy. Duroseam is Hood’s chafe preventer. When applied to a seam, it will hold panels together even when the stitching is badly worn away. ,

Hood sails for the way you cruise.

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LETTERS your work on behalf of all boaters and publishing the material from the San Diego Log. You said that Carter should have admitted something about long-haired Federal employees.” You may read the word stinkpotter with chagrin, but if we hadn’t chopped off all our hair to go new wave, well, hadn’t we might have read “long-haired” with chagrin also? The following was published in the October 1 edition of the San Diego Log: PRESIDENT DESIGNATES CHANNEL ISLANDS A MARINE SANCTUARY President Carter has approved the establishment of the Channel Islands Marine Sanctuary. In a statement September 21, announcing the sanctu¬ ary designation for the island area, located off the Southern Califoria coast, President Carter said it would not inhibit activities around the islands such as fishing, recreational boating, and existing hydrocarbon leases. The President said the designation of the area as a sanctuary will prohibit new oil and gas leases within its boundaries. Included in the boundaries of the new sanctuary, the third area designated since the adoption of a federal law allowing the establishment of sanctuaries are Anacapa, Santa Cruz, Santa Rosa, San Miguel, and Santa Barbara islands. President Carter said much of the impetus for the law under which he acted “came from the disasterous Santa Barbara oil spill in 1969.” An ad hoc committee of Southern California boaters headed by Jack West had vigorously opposed adoption of the regulations establishing the sanctuary. West said the regulations, as originally proposed, contained provi¬ sions which would ban thousands of boats from an area within two miles of the islands. Because of this opposition Michael Glazer, assistant ad¬ ministrator for Coastal Zone Management, National Oceanic and Atmospheric Administration met with West’s committee and members of the press in Los Angeles in July. As a result of that meeting the wording in the proposed regulations that West said would ban recreational boating and fishing from around the island was revised. “Our group accomplished what we set out to do, that is to have no restriction on the anchoring of boats within two-miles and the operation of powerboats within onemile of the islands within the sanctuary,” West said. “But,” he added, “we failed to stop the sanctuary which is just another government agency regulating the area. We already have 20 federal, state and local agencies which have jurisdiction over this area’” West said he felt that designating the area as a sanctuary was “a total waste of the tax payers dollar.” President Carter said “The area clearly deserve marine sancutary status. The islands and surrounding waters are an exceptionally productive ecosystem.” louis gerlinger, editor

page 37

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Are you one of those yachtsmen who gripes and moans because we don’t have any comfortable islands right off the coast, thereby thinking there’s no opportunity to ‘cruise’ in the bay area. It’s not true. We were just reading Westerlies, a newsletter of the Tiburon (formerly Paradise Cove) Yacht Club, and discovered some in¬ teresting ‘Cruising Facts’. This year the club has 43 boats participating in their cruising program, and all totalled, raced up 11,603-miles. Now we ourselves put on about 1,950 local miles thinking that was pretty good. Not enough to outdistance the Tiburon YC’s invitational mileage leader Chuck Ecker, who put 2,002-miles on the log. Other high scorers were Reinhardt Trubull (1,803), Ron Bernard (1,745), Ralph Hendricks (1,583), and Richard Obenaus (1,507). It’s great to see that boats are getting what they need — lot’s of use.

Like mother, like son. Marilyn Yolles, who doesn’t write for us as frequently as she should, sent us the following essay that her young son Jonathan wrote for school. The title makes the topic self-explanatory. My Favorite Sport is Sailing Sailing is my favorite sport because 1 like to be at the bow of the boat (the front) and look at the edge of the boat cut the water. I like sailing because I’m a sea person and looking at the sea is great. When I go sailing I like to take command, but my favorite thing about sailing is steering. Steering is a great feeling when the water hits the rudder under the boat. I like sailing because I can take the main sail using my judgement to pull it in or let it out, but the steerer has to do the work if the sail luffs. I like sailing in a small boat better than a big boat because one person can do it all by himself. I like to go sailing by myself be¬ cause I can go wherever I want to go. That’s why 1 like sailing. Marilyn wanted to know whether or not we felt it was worth publishing. We’ll leave it up to you readers, what do you think? We’ll say this for the kid, he’d place in the top 10% of college freshmen for writing, and the spelling — we didn’t change any of it — is far superior to that of most truck drivers, freelance writers, and certainly publishers.

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The Robert Harris Vancouver 42 is now available in a Center Cockpit Aft Cabin version. This tough nononsense cutter comes very complete at an introductory price of fig$gQ

If you won a trophy in a race sponsored by the Island YC during the 1978, 1979, or 1980 racing seasons, you are cordially invited to come and pick them up. In fact, a special trophy-pickup day has been set aside for November 22, between the hours of 11:00 and 7:00. There might even be a few nibbles and the bar will surely be open.

If you folks think that what Webb or even Peter Bird is doing is a crazy stunt, you’ll find that kind of thing is sure on the upswing. We had the guy sail around the Horn on a Dufour sail board, then there was the guy who did about a 500-mile open ocean crossing in the south Pacific on a Windsurfer and almost got eaten up by sharks. There’s more coming, though. Just today Reuters had a story on five folks from Belgium who have just set sail from Falmouth, England, to the Canaries, then to Barbados — approximately the same course Norton Smith and Amy Boyer took in the MiniTransat. The dif¬ ference is that these Belgians are going to do the trip in what Reuters called a “45-ft. long concrete reinforced boiler”'_ page 39

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LOOSE LIPS

NOW IN NORTHERN CALIF. sMlMA KErs

The owner of this no doubt lovely vessel, fitted the boiler with a wheelhouse, a mast, two sails, a radio, a diesel engine and an under¬ water observation tube, through which they hope to observe marine life. Apparently the first leg of the voyage from the Netherlands to England went without too much difficulty, but the owners are not quite certain what to expect when they head out into the nortorious Bay of Biscay and the open Atlantic. The way we see it, they won’t have much need for the ‘observation tube’, because unless they are very lucky, they’ll be right there in it with the fish, squid and whales.

Noted English yachtsman Angus Primrose was reported killed in late October when his sailboat, Deamon, foundered in a very bad -storm during a trip from Charleston, South Carolina to Fort Lauder¬ dale. Primrose’s companion, Dereka Dodson, survived for 5 days in a liferaft before being picked up by a Navy ship. ' .

Floating recluse Webb Chiles has finally arrived in Australia. The 38-year old singlehander took off from San Diego November 12, 1978 on what he hoped would be his second circumnavigation. He’d previously done it in an Ericson 37, and now wanted to be the first man to circumnavigate in an open boat. There have been somq delays along the way. He closed with about half a mile of Tahiti, but due to light winds never made land for another several hundred miles. His biggest inconvenience occured May 10, just outside of Fiji, when the boat rolled and he was almost killed. You’d better not be in this kind of business unless you’re resourceful, and he eventually showed up at a New Hebrides hospital with infected feet and in bad shape from malnutrition. Chiles is now waiting out the bad weather season in Australia before he takes off for Indonesia and who knows what. Class Actions. Owners/builders/fans of all Bill Atkins designs are having a get together at the Encinal YC on November 9th. This event was a big hit last year and you’ll want to call E.J. Mannion at (916) 895-1309 or Bill Poole at (415) 366-2196 for further information or to get on the mailing list. The Coronado 25 Association is having their Annual Meeting and Awards Banquet November 15th at the Encinal YC, and all in¬ terested folks are invited. Reservations were supposed to be made with Elaine (415) 332-3380 by November 5, but you might see if something can be worked out. The Catalina 27, Fleet 1, will have an open meeting November 23, at the Richmond YC starting at 7:30 p.m. A video tape of the Big Boat Series will be shown, 1980 race results will be given, and Catalina 27 activities planned for 1981. The Columbia 22’s have started their own association and are encouraging owners to join. The membership is growing and they hope to race as a one-design in the Spring of 1981, and are doing so now in the Metro and Sausalito YC Mid-Winters. For racing and cruising activities call Wallace Murray (386-5193), or Peter Post (881-1682) for further information. The Tanzer 22 owners have also just recently formed a fleet, and held their first Tanzer 22 ‘Raft Up’ at Angel Island on October 25 and 26. Contact Russell (359-4457) or Ken (228-3429) for more infor¬ mation and to get on the mailing list. page 41

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GOT THE KIT BUG? Prescription: Nor’Sea Yachts When Stan and Barbara Roeder sailed “Waxwing” out the gate for points south last month it marked the end of four years of hard work and the beginning of a dream cruise. Building their Lyle Hess-designed cutter from a bare hull and deck wasn’t easy, Stan is the first to admit it. At the same time, Stan says “it was the only

way we could afford the kind of boat we wanted. We built it better than any factory could, and further we built it with our own needs in mind.” All of us at Nor’Sea wish Stan and Barbara the best, they’ve earned it. No other dealer ih the Bay Area has as much ex¬ perience with owner completed boats than Nor’Sea. We know how to help you through all the highs and lows of kit building. If you are ready for the challenge of a lifetime then give us a call, or better yet, stop by our of¬ fice. We have kit boats from 22-ft. to 32-ft.

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HIGH ALTITUDE SHOTS In the,last couple of issues there’s been some discussion about shooting the sun when it’s directly over your head — as was the case when the Singlehanded TransPac’ers closed in on Hawaii. We’ve received two letters from a couple of TransPac’ers who have solu¬ tions, so for your edification, here dey is: I read with great interest the letter by Fred Sampson in the last issue. Amy was not alone in being concerned about navigation in high altitude situations. I was also concerned, especially after reading warnings about the potential inaccuracies of sights over 60° of alti¬ tude. 1 expressed these concerns to Peter Jowise who is very well-known as a teacher of navigation, as well as being a good friend. He told me of two tricks which proved to be very useful on my passage, and I’d like to share them with other 38 readers. The first method appeared in Yachting in March of this year. The article, “High Altitude Sun Shots” is very straight forward and should be consulted for more detail. Basically, the method is as follows: After determining that the zenith distance (ZD) at local apparent noon (LAN) will be less than 3°, (this is usually the case when the declination and the observers latitude are within 3° of each other) take a plotting sheet and label the latitudes so that the declination of the sun will fall on the lower portion of the sheet (assuming you are north of the sun’s GP). Draw a line across the sheet at the latitude which corresponds to the sheet at the declination of the sun at LAN. Next, using the Nautical Almanac, label the GP of the sun for each minute during LAN. Since the GP moves one minute of longitude every four minutes, the minute marks (time) are 15 seconds (arc) apart. Then take a series of sights on either “side” of LAN so that the sun’s GP for those sights falls on your plotting sheets,. Correct the altitudes (usually no altitude correction is required, only DIP, IE and SD), and subtract from 90° to find the ZD. (C’mon guys, wake up, we’re almost there!) The ZD is equal to the radius of the circle of equal altitude which is the basis of all celestial navigation. Since the angular distance in minutes is equal to the radius in nautical miles (if the ZD is 2°030’, then the radius would be 150 nm) it is simply a matter of ascribing an arc of radius ZD with the center at the corresponding GP. Since this method is for obtaining LOP’s, I usually swing about five different arcs and pick the intersection which I like best. The second method is an aid in determining when to shoot preand post-noon sights for a 90° crossing angle. If you take the estimated ZD for that day’s meridian passage and multiply it by four, that is the number of minutes before and after LAN that you should shoot to get azimuths equal to 135° and 225°. For example, when I finally realized that I should start navigating and stop following Amy Boyer around the Pacific High, I was about 30° north and the sun was about 23° north. Since the ZD was 7°, I shot the sun about 28 minutes before and after noon. I’m sure that there is a simple reason why this works, but I couldn’t figure it out. Keep up the good work, and don’t let the Polly Purebreds keep you from printing anything you feel like. chuck hawley moore 24, slim

Oakland

There are several navigational problems that arise on days when the sun passes nearly overhead: it is difficult to take a noon sight with page -43

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HIGH ALTITUDE SHOTS

the sun passing swiftly through the sky at its zenith, the conventional methods of sight reduction have large errors as the altitude (angle to) to sun nears 90°, and all the Lines of Position (LOP’s) from your shots all day run nearly north and south, so they don’t intersect in a meaningful way, and will only tell you how far east or west you are, but not how far north and south. (Each observation gives one LOP, which is a line drawn on the chart perpendicular to the direction to the body being observed. If you face the sun and hold out your arms, they are pointing along the LOP you will get from a sight at that time. If the sun will pass overhead at noon, it will be due east before noon, and due west after noon, and the LOP’s will run north and south). One solution is to take a few LOP’s from the sun and cross them with a shot of Polaris, and there’s always the moon and all those other bodies, but if all you’ve been doing is sun shots for a couple of weeks, you’re probably rusty on that other stuff, although Polaris is a snap. Besides, with Circles of Position, you have the best answer, and it’s easy. It’s so easy that there is really nothing to learn, as long as you understand the basic principles of navigation and can improvise a bit. If not, or if you are a non-navigator who read this far by mistake, then this discussion may make it all a little more clear. The Geographic Position (GP) of the sun is the point on the earth where the sun is directly overhead. As the sun moves westward 15° every hour and back and forth during the year between the Tropics of Cancef and Capricorn, this position is constantly changing. That’s why we have the Nautical Almanac, which gives the Greenwich Hour Angle and declination of the sun for every hour of every day, and has tables for interpolating between the hours. GHA equals longtitude everywhere between Greenwich and .180° west, which is well west of Hawaii. Declination equals latitude. Is a light dawning? If the sun is directly overhead, you look at you watch, turn to the Nautical Almanac to find out where the sun is and presto! there you are. The way this works in the real world is that you get out your sex¬ tant and discover that the sun is, say, 89° above the horizon. What you really want to know is how far it is from overhead, and it doesn’t take a genius to see that in this case, it is 1°. So you plot the GP of the sun right on your chart, take your com¬ pass which you have set to 1° on the latitude scale, and draw a circle around the sun’s GP. Do it three times at intervals of a few minutes with new GP’s and sextant readings, and the circles will all intersect at your position. The limit to this method is the size of the circle you can draw on your chart without error caused by the distortion of the chart projec¬ tion, which will be a couple of degrees or so. Remember, as always, to scale off the latitude from the part of the chart in which you are working, as it varies up and down the chart. And we’re assuming in these examples that you realize that it’s the angle to the middle of the sun that we want, and have corrected the sextant reading with the semi-diameter of the sun (16 minutes when overhead) and have cor¬

shot at nearly 90°, but careful attention to detail will help. First of all, if you keep losing the sun by starting with the sextant set at zero and trying to bring it down, set it as 88° qr whatever you guess the altitude to be, point it at the horizon and look around. Then remember that the bearing to the sun is changing rapidly as it passes its zenith, and you will have to turn to follow. Better to forget it for the couple of minutes it takes to pass overhead. Rock the sextant like it says in all the books to be sure it is vertical, and nudge the wheel a lit¬ tle at a time to bring the sun down to the horizon. If you have it a little low before noon or a little high after, just wait and it will fall into place. In any case, don’t turn the wheel back and forth. If you get it too low, raise it back up and start over. Don’t touch the wheel unless you are going to turn it, and later when you check the index error, bring the two horizons together by turning in the same direction as you did taking the sight. If you really understand what you are doing when you work out a sight, then you can figure out how to do Circles of Position when the need arises. If you don’t, or if, god forbid, all you know how to do is noon sights, a little reading on navigation might save your tail some¬ day. When the time comes to use this method, I hope you’ll find the same satisfaction 1 did in plotting the positions of the sun as it streaks across the chart, and using those positions as if they were a string of buoys in the ocean.

rected for height of eye and index error. The LOP plotted in most celestial observations is actually a section of a very large circle. The GP of the body is so far away that it is neither practical nor neccessary to draw the whole circle On the chart. For example, if the sun is 50° above the horizon, then it’s GP is 40° away from you. 40 x 60 = 2400 miles, remembering that one degree is 60 miles. The information derived from the calculations is the direction and distance to the GP (actually to an assumed position which is near your actual position and therefore easier to work with.) There is no denying the difficulty of getting an accurate sextant page 45

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On pages 66 & 67 of our September Issue, we published the Transpacific Yacht Club’s “revision of conditions and requirements” for the 1981 TransPac from Los Angeles to Honolulu. The revisions are a bit of a shock because they effectively outlaw a number of that races best performers, including Merlin, Drifter, Panache, Chutzpah, and others. Three of the four boats above come from Bill Lee, who wrote the following “open” letter to Hugh Rogers, Commodore of the Transpacific Yacht Club. We thought you might be interested in what Bill had to say.

Dear Commodore Rogers: The revision of conditions and requirements issued on July 25, 1980 for the Transpacific and Tahiti Yacht Races may well be one of the most significant changes in the history of the Transpacific Yacht Club. Resulting, if you can imagine such a thing, in the multihull fleet actually inviting those yachts no longer eligible for TransPac to com¬ pete in their race. My suggestion to those involved is to not jump ship at this time but attempt to work with the Transpacific Yacht Club in identifying and solving any problems. In the late 1950’s I was introduced to ocean racing sailing with the late Porter Sinclair on Flying Scotsman. It was a very exciting time as dacron sails were first emerging and the Lapworth 36’s were showing themselves as the most significant advancement in yacht design in that era. Porter was on the CCA rules committee at that time and told me something that I will remember for the rest of my life: “A small group of men spend a reasonable amount of time developing a rule, then a very large number of men spend a great deal of time attempting to beat this rule.” This statement is probably eternal to yacht racing. Also this small group of men probably have more influence on the design of future yachts than all of the designers, builders and owners put together. Their job is very important. The members of the TPYC should be very proud of their event as it is one of the most prestigious in the world. The America’s Cup re¬ quires optimum 12 Meters, Admiral’s Cup requires strong upwind performance and optimum IOR ratings. TransPac requires excep¬ tional offwind performance, ruggedness, control, and an optimum TPYC rating. It should be very rewarding to TPYC members that their race is important enough that boats are designed and built for it. This makes the conditions and requirements for entry very impor¬ tant, and it is a very valid goal of the directors of the TPYC to establish a set that can endure another ten years or through the 1989 race. To do this they must be simple and well thought out. A very fundamental policy decision should be made at this point. Is it the desire of the membership to encourage optimum yachts for their event with a handicap system to give yachts built for other types of racing a chance at the hardware also? 1 am sure the answer should be yes. West coast sailors seem to really like offwind racing, and it’s not unhealthy for them to develop safe boats with the emphasis on off¬ wind performance. The following comments relate to the technical side of the July 25 memo. A). I think the length portion of the “size” considerations should be LBG + FGO + Y. This is the overall length of the boat. The con¬ cept of deck length may cause excess reverse transoms and also there could in the future be some changes in how the IOR locates the aft girth station on extreme boats. With regard to a maximum length, Dare

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NOW AVAILABLE NANYOMARU(mx VALIANT) No. 5265. 1966 model with six sails in- • eluding spinnaker and blooper, knotmeter, deptljsounder, compass, cockpit cushions, and in very good condition. Race history and race ready now! $12,000, Clipperships. (4x5) 533-lOOX CHASED, 1969 model with blue LPU hull and $2,000 paid 11-78 for 4 Eclipse sails incl. outstanding green-blue spinnaker. Asking $12,500 with haul out and bottom paint. Partners motivated, financing possi¬ ble. Dick Anderton, 937-3300 or 658-5501. 4

1976 MODEL. Sailed only 10 times, kept in fresh water at Lake Tahoe since new, and dry stored during winter. 4 like new Sutter sails and Sutter tri-radial used only once. 7 Barient winches. $15,000. Nor’Sea Yachts (415) 332-5185 For further Information, contact; The Excalibur One Design Association, 608 Eastwood Way, Mill Valley CA 94941 - (41*) 381-07*7

GORMAN & THOMSON WE ARE NUMERO UNO WITH THE MOST POPULAR BOA TS ON S.F. BA Y CAL BOA TS. Congratulations Bill Jonas for your third place win in the Windjamer (S.F. to Santa Cruz) aboard your new Cal 35, “Meltimi II”. NEW (At Our Dock) From the makers of the Newport 30 comes ^he Gulf 29, a high perfor¬ mance fin keel spade rudder modified C&C design. Introductory price includes: diesel, wheel, teak interior, self-tailing winches, safety pack, shore power, sail cover, full galley, shower, transom ladder, boom vang. Complete sailaway — $38,875. The Mason 43: A fine yacht in every sense of the word. A limited production, ocean cruising vessel to satisfy the requirements of the serious sailor . If you are seriously considering the pur¬ chase of a Pearson 424, Hans Christian 43 or Bristol 45 we invite you to spend some time aboard the Mason 43. You will discover quality is not just a word. \

Brokerage Boats — Over 60 Available 26’ Ranger.$14,500 26’ Int. Folkboat.15,250 27’ Cal, diesel.26,750

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Bruce Bingham’s fantastic Fan¬ tasia — the best accomodations & sailing characteristics in a 35’ world cruising boat. Le Fiell mast, AIM rigging, DeWitt sails, Santa Fe’s complete cruising package & $69,900 out the door — very hard to beat!

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BROKERAGE, FOR SAIL 22’ Schock.$6,600 24' Islander Bahama (nice).7,200 * 24’ “American Express”.21,500 24’ Bristol. 10,800* 24' C&C Nlagra — sharp.16,900* 24’ Columbia Contender.5,500* 25’ Venture w/trailer.6,950 25’ Hunter.9,750 25’ Irwin.11,900* 27’ Sun yacht. Perry designed.Offers 28’ Columbia.16,900 * 30’ Motorsaller (wood).14,500 30’ Tartan, loaded.40,000* 30’ Clipper Marine w/berth.11,000 30' Cheoy Lee ketch, bristol.29,500 * 30' S2 ctr. ckpt., ‘80, low down, take over .49,800 firm 31’ Bombay, near new..35,900 32’ Tahiti ketch (Dreadnought) f/g. ..47,500* 34’ Fisher, loaded.99,900 35' Coronado, center cockpit.42,500 35’ Fantasia, loaded.64,900* 37L CT, salty & fast.68,868* 40’ Challenger.92,500 41’ Morgan O.l. sloop.65,000 41’ Overseas ketch.65,900* 42’ 1893 F Stone sip., clean.22,500 45’ Matthews Cutter.29,500* 47’ Cheoy Lee Offshore, best on the coast.. .135,000 * 53’ Sutter ketch (steel).120,000 60’ Gaff ketch, rebuilt ‘78, to highest standards, new gear/sails. .. .110,000* BROKERAGE, COMMITTEE BOATS 18’ Hershoff Harbor Pilot.13,000 * 22’ Bayliner, clean.13,500 25’ Chris Craft Sea Skiffs (2).offers * REPO SPECIALS! GIVE US AN OFFER! 29’ ViilaVee, 1979* 30' Trojan * 40’ Owens *

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OPEN LETTER

84 feet seems fine but 100 would certainly be acceptable. B) . TPYC intends to discourage the trend to unstable boats which are typically known as “high speed runners” or “one-way boats” and hereby places limits on displacement and sail area in relation to stability. It appears from this statement that there is no intent to discourage stable boats with exceptional running capabilities. The concept of a ratio of deck length to CMDI as a method of keeping the boats from getting too light has several drawbacks. First it encourages unnecessarily silly reverse transoms. Second, it en¬ courages very narrow boats. Third, it encourages very low prismatic coeficients. I don’t think it is necessary to have a minimum displace¬ ment as both the IOR and TPYC severely penalize extra light displacement. However, if a minimum is necessary it should not eliminate any yachts which have participated in the past. KDF) This is not a very good idea for a couple of reasons. First, by taking a good conservative mast out of a boat and rigging a triple spreader lightweight noodle, more sail area is permitted and yet the yacht is less seaworthy. Second, we have found that a very large mainsail on a masthead boat seems to negate some of the need for a blooper, where as a minimum mainsail makes the blooper more necessary. Bloopers of course cause delay in the case of a man over¬ board. I don’t see a need to limit sail area. C) . I agree that there should be a minimum size. It should be such that the boat will reasonably hold the 6-man minimum crew, their gear and all of the other required equipment. The parameters to determine this should affect size, but should not detract from boatspeed. After all, it is a race. D) . The IOR uses a slightly more sophisticated screening formula and in the case there is question, righting from 90 degrees with weight on the masthead is required. This is probably more practical than righting from 110 degrees without weight. I would recommend sticking with the IOR system. According to the new conditions and requirements for the race the curent record holder, Merlin does not have enough CMDI in relation to the deck length to qualify. The boat could be modified as follows: A. ) Reduce deck length 1) . Reverse transom 9’ up to cockpit 2) . Snub off bow 12 Meter style B. ) Increase CMDI 1) . Build a CMDI bump on the bottom 2) . Move tanks aft of 65% of LBG and measure full 3) . Add weight 4) . Measure in fresh water (Stockton, Cal.) As some of these modifications have questionable merits, I would like to know your opinion before proceeding. Due to the severity of this entire matter I would suggest an immediate TPYC board meeting and that this letter be on the adgenda. If I can help in any way, please let me know. ,

Glossary of IOR terms: LBG = length between girths FGO = forward girth overhang CMDI = center mid-depth immersed page 49

Bill Lee Soquel

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Juqships Largest-ln-The-Water Display of New and Used Boats

SIGHTINGS watch for the bird Two searches in the fastest flying yacht in the Pacific couldn’t track down a radioless rower trying to cross the Pacific from San Francisco to Australia. Peter Bird, a 33-year old English photographer, rowed under the Golden Gate oh October 1 in his attempt to make the first solo, oar-powered crossing of the Pacific. Bird anticipated the trip to last nine months to a year, and plan¬ ned to stay in touch with twice a month radio reports to Point Reyes. But seasick his first night out, he lost part of his antenna and with it, his transmit¬ ting ability. Since then Kenneth Crutchlow, the Sonoma importer who’d sponsored the voyage, has made two attempts with Merlin to bring Bird a replacement antenna. Crutchlow chartered Bill Lee’s Merlin, holder of the TransPac record, and set out for Santa Cruz. A satellite is tracking Bird, using a signal beamed from the 35-ft. rowboat. NASA officials in Maryland used a computer to fix his location and then phoned the results to Crutchlow. The first search for Bird took Merlin 80 miles west of Santa Cruz. After a night of rough motoring, the 67-ft. sloop hoisted her blast reacher and sailed at up to 16 knots towards Bird’s last charted location. A search plane out to assist was unable to spot the bring orange rowboat, and since Merlin’s skip¬ per, Fred Sampson had to leave the next day for yachting business on the east coast, Merlin headed back for Santa Cruz. Crutchlow, undaunted by his own seasickness on the first trip, tried again with Merlin two days later. This time, Roland Mays, who had sailed Merlin in the Ballena Bay TransPac, headed out with a smaller crew. They stayed out for three days, sailing 120 miles southwest of Santa Cruz. An uncertain loca¬ tion from the NASA satellite kept the spotter plane on the ground until the second day. Once in the air, the plane was unable to contact either Merlin or Bird. Mays turned Merlin back, sailing in light winds and a calm sea. Last word indicated that NASA tracking shows Bird headed for an unscheduled stop in Baja California. Because there is no radio contact, Crut¬ chlow said he was unsure if Bird was trying to land in Ensenada to pick up a spare antenna. — mark Whittington

stop" the canal Bert Rowe, newly elected Fleet Captain of the San Francisco Bay Cal-20 Association, Marty Encinger, Vice-Commodore of the Sausalito Cruising Club and former Cal-20 Fleet Captain, Jim Armstrong, have announced the formation of a group of boaters opposed to the Peripheral Canal. In announcing the formation of Boaters Alliance to Stop the Peripheral Canal, the group stated, “The Peripheral Canal poses an immediate danger to the cruising and racing enjoyment of the Northern California boater. The proposed canal will surely salinate the Sacramento/San Joaquin Delta, and severely effect the Bay’s natural cleansing action. The canal will not only diminish our enjoyment, it will effectively waste all the efforts we have made to preserve the bay and Delta environments.” “Many boaters took active roles in circulating petitions to place this issue before the voters — probably in April or June of 1981. In fact, boaters have opposed this project since it was first proposed 20 years ago. The Boaters Alliance has been created to coordinate the energy and efforts of these boaters and all others who want to help. Specifically, we need help to raise $3 million necessary to mount this campaign to defeat the canal once and for con't. on next sightings page

As we go to press, Peter Bird has rowed to shore at Caramul, an unmapped village about 100-miles south of Ensenada. He tried to buy food with a credit card, then an English Qound note, neither one of which was a big hit with villagers. He finally received assistance from a priest before his sponsor, Kenneth Crutchlow located him. He’s been given a new antenna, is work¬ ing on resealing the hatches which leaked badly, and will again get underway: To date Brittania II has been flipped end for end once already.

SIGHTINGS canal - con’t. all. We plan to seek assistance from all yacht clubs and organizations and in¬ dividual boaters throughout the state. We’re going to contact every club, association or group of boaters we can find. “As business people who happen to enjoy bpating, we are also vitally con¬ cerned with the severe effect the canal will have on the economy of our region. The adverse environmental impact of the canal will detract significantly from efforts to keep the bay and Delta a place where people can live, work and enjoy recreational opportunities.” Armstrong, fundraising coordinator for Statewide Coalition to Stop the Peripheral canal, stated that those wishing to help the Boaters Alliance efforts or who wish to send a donation may contact Boaters Alliance to Stop the Peripheral Canal at 414 Mason Street, Fifth Floor, San Francisco, CA 94102 (415) 421-7020. Contributions should be made payable to Coalition to Stop the Peripheral Canal. jim armstrong

ancient mariner’s sailing society Down in South California, they’ve got an organization called the Ancient Mariner’s Sailing Society, which is not to be confused with either a restaurant chain or North California’s Master Mariner’s Benevolent Association. The Ancient Mariner’s Sailing Society was founded in 1975, and the non¬ profit organization has grown to where it now represents about 100 owners of sailing yachts designed or built prior to 1950. Members of the Society meet once a month and sponsor various regattas, races, and other activities, all to preserve the traditional aspects of “our yachting heritage and to further in¬ terest in cruising, racing, boatbuilding and restoration, seamanship, and maritime history.” In 1978 the Ancient Mariner’s Sailing Society held a TransPac from San Diego to Lahaina on the over-developed island of Maui. Twelve boats sailed the course, with the 49-ft. S&S designed Pacifica establishing the course record of 13 days, 12 hours, and 10 minutes. Winner on corrected time was the 34-ft. Angleman ketch, Lazy Lady. Three of the 12 boats, Lazy Lady in¬ cluded, used the race as the first leg of extended passages through the South Pacific. As a result of the success of that race and continued interest in such an event, the Ancient Mariner’s Sailing Society has proudly announced that they, in conjunction with the Lahaina YC, will be hosting the race in June of odd-numbered years. That means the next 2,250-miles will start June 21, 1981. Twenty or thirty boats are expected to enter this second race. The start is unique. Skippers wait on shore at Shelter Island until the gun is fired at which time they jump into their dinghies and row like hell for their waiting boats. As you might guess this was added not only for the casual atmosphere of the race, but also for the benefit of the spectators. After an awards presen¬ tation in Lahaina, there will be a group cruise to Kauai for all those interested. Immediately preceeding the start of the TransPac will be the Society’s 7th Annual Yesteryear Regatta Bay Race, to be held in San Diego on June 20th. This day race attracts 70 to 80 classic boats from all along the west coast. The Ancient Mariner’s Sailing Society events have given a lot of pleasure to South California’s owners of classic yachts, and they cordially wish to in¬ vite interested parties from North California as well as all over to join them. For information on either the above mentioned events or the Society in general, call Race Committee Chairman Bill Clark at (714) 297-2795 or Public Relations Chairman John Frost at (714) 223-3309.

SIGHTINGS new year’s cruise

Somebody should have entered the above shot in our photo contest. It would have won the ‘Socialist Realism’ category hands down. What is ‘socialist realism? Urbancyzk says “it was conceived by Josef Stalin and his gang, and suggests that all art must support the concept of communisum and therefore push people forward toward the fantastic dream of the future. A woman, therefore, should be shown laying bricks, a man as master of heavy industry.” So look at the shot above. It’s got 5 of the important smoke stacks, 2 water tanks, heavy power lines, and a giant ‘industrial’ size gas tower. But the really great part of the photo is the ‘workers’, all united together, moving towards the same collective goal. There’s not a single ‘dissenter’ among them. Of course these aren’t Russkii laborers, and they aren’t motoring down the Volga to work. No, these are New Year’s Day celebrants from the Metropolitan Oakland YC, making their annual circumnavigation of Alameda. Cynical commies will insist they are engaged in meaningless bourgeois fooling around, but that isn’t true. They are proving once again that Alameda — like Raratonga — is still an island. This may sound like a silly thing to do, but there is a deeper meaning. Dr. Charles Ormond says that if yachtsmen keep going around Alameda and us¬ ing the bridge by Bay Farm Island, that the Army Corps of Engineers will re¬ quire the Utah Corporation to dredge the channel so it will again be navigable as it was earlier in the century. Ormond tells us that it was the Utah Corpora¬ tion’s development of South Shore and Bay Farm Island that caused the channel shoal in the first place, and that it would make a great mooring area for recreational boats. At any rate, each and every one of you are invited to participate in the re¬ proving that Alameda is an island. It won’t be easy., however. For one thing; you’ve got to meet at the Metropolitan Oakland YC at 7:30, January 1, 1981. Yes, January 1, at 7:30 in the morning. The fleet will get underway by 7:45 a.m. for what will be the tenth annual rounding of Alameda. The expected 100 yachts — in years past there have been as many as 150 — will then head down the estuary, lead by con't. on next sightings page

You can’t tell the players without a pro¬ gram. The folks in the photograph are, start¬ ing from the left: Kate Barry, Dick Robinson, Waynq Jones, Karen Thompson, and Laurie Jones. Why are they in this picture? Starting from the right their reasons are as follows: Laurie Jones: daughter of Wayne Jones, who is in the center of the picture. Karen Thompson: managing director of the San Francisco In-The-Water Boat Show. Wayne Jones: President of Micronesia Sailing Charters, and father of Laurie Jones. Dick Robinson: Commercial real estate operator in San Francisco. Kate Barry: friend of Dick Robinson. Now, you know who they are, but what the heck are they doing? Well, you see, both Karen and Wayne are in charge of commer¬ cial enterprises of interest to sailors, and want to get all the publicity they can. So Wayne’s Micronesian Sailing Charters agreed to put up a free week’s charter on a 44-ft. cutter in Micronesia for a little publicity value and Karen says, “Great idea!” So everyone who went to the In-The-Water Show had their ticket dropped in a box. Enter Kate and Barry and Dick Robinson. It was Dick’s lucky ticket that was drawn from the barrel, but since Kate is his pal, she gets to go, too. Naturally everyone has to get their picture taken so pictures can be sent to the press so that everyone will get the full

SIGHTINGS new year’s cruise - con't been as many as 150 — will then head down the estuary, lead by commodore-elect Rich Terrin of the Metro VC, in the Commodore’s flagship, Bill and Judy Ormond’s Bellisima. After rumbling through 3 bridge-openings the fleet will pull into the Aeolian YC, located at the southeastern tip of Alameda. As happens each New Year’s Day, the Aeolian members welcome the circumnavigators with hot food and drinks. The bar, of course, will be open. This stop lasts for only about 45 minutes, because the fleet must quickly zip

mmmmm

the draw value for their efforts. But while we’re on the subject of the show, let’s not forget last month’s San Francisco-Oakland International Boat Show. This show used to be known as the Northern California Marine Association Show, but we don’t think that sounds anywhere near as prestigious as the ‘San Francisco-Oakland International’, do you? What’s in a name? Well, attendence was up 62% and it might have contributed to it, as might have the “substantially increased advertising budget.” Sailing down the coast, we missed this show, but the post Boat Show Press release indicates that things went well for the exhibitors. “We were pleased at our branch following the show. We gave more quotes at the show than ever before and saw more activity tied directly to this year’s show. Every dealer I talked to seemed very satisfied.” — Jim Ware, Vice-President, Bank of America, Oakland Industrial Branch. “Over 2.2 million dollars worth of boats sold — representing 17 units. The best show we’ve ever been in on a per-day basis. Well worth the effort and expense to stage the big boats.” — Don Durant, Sailboats, Inc., Oakland. Despite the name change, the show is still sponsored and produced by the over 250 manufacturers, distributors, and retailers of the Northern California Marine Association.

(As you might expect this photo is out of focus.) through the bridge at Bay Farm Island or be stuck in the mud forevermore. For boats drawing around 6 feet, the Coast Guard will have boats on hand ready to push or shove your vessel in the right direction. After this tricky go¬ ing, it’s smooth sailing in deep water past Ballena Bay and the Naval Air Sta¬ tion. You may want to fiddle in the bay for a few hours before heading back to the Metro YC. At 2:00 p.m. the fleet reassembles at the Metro for Open House with clam chowder and all kinds of goodies. Open House is an ideal time to meet new friends, see old friends, watch the bowl games, fall in love, and recover from hangovers. You don’t have to be in a rush either, as the Open House lasts until the bar closes. The Metro Oakland YC’s Commodore’s Cruise around the Island of Alameda: a capitalist tradition that even comijiie sailors will enjoy. >,

the vallejo one, two It’s been a year of light breezes for the Singlehanded Sailing Society. In the Spring, the Farallones Race folks were in many cases thwarted by light winds, a condition that was repeated in the TransPac to Kauai, and most recently in the two-day fall event. But then the SSS’s fall event never has had any wind, be it in the ocean or on the bay. This marked the first year of a SSS event to be held in the bay, and it also marked the first time a double-handed leg was included. The course was a con't. on next sightings page

SIGHTINGS tanker one, two - con’t simple one, singlehanding from the Berkeley Pier to Vallejo on Saturday, and then double-handing from Vallejo back to Berkeley on Sunday. As it turned out, the combinations of wind and tide greatly favored the Division II boats, but even some of them had to fight from 10:00 in the morn¬ ing until way past dark to cross the finish line. Thirty-eight boats started, thirty-one of them actually completed the course. Overall winner for the combined two-day event was Token-J, a J-24 sailed by a gentleman named Maloney. John Robinson in the Hawkfarm Courageous was second overall, with Lester Robinson sailing Chuck Hawley’s Moore 24 to third place. Fourth was George Gombasy in a J-24, fifth was caught by Jocelyn Nash in the Hawkfarm, El Gauilan. Hard luck story for the race was Frank Dinsmore in his Islander 28. On the way up he got a severe spinnaker wrap he couldn’t undo and scared the hell out of the fleet trying to dock in a breeze with the chute still up. With aid it still took several hours to unravel it. Then he about rammed the concrete wall, then he almost drifted into the breakwater in Berkeley, almost hitting another boat while backing out — at least, that’s how the story goes. Honorable mention of the race is shared two ways. First to Mr. Foley for taking first to finish honors on both legs in the custom design, Third Reef, and secondly to the Vallejo Yacht Club who took the singlehanders in just the way they do for the Vallejo Race Fleet in the Spring. Good time all around, but next year the fall event will probably be held earlier in the year, September perhaps. There is also indications that there will be a number of double-handed races that will be part of the Society’s events. Final word is that it’s been a long year for the SSS staff, and they are like vampires crying out for new blood, perhaps yours if you’d care to share it. Call Mike Herz at the Oceanic Society, (415) 441-1120.

Folks who have sailed into the Berkeley Marina in years past will surely recall passing the big rip-rap breakwater directly in front of the harbor. If you enter now, however, or have done so in the last month of two, you’ll Nnotice a new, supplementary breakwater to the north. The official explanation for the additional

vds will catch you! As of January 1, 1981, all yachts are going to be required by a new government regulation to carry VDS’s, which are not a new kind of head, but ‘Visual Distress Signals’. We wish we could tell you exactly what this means, but the regulation is so gawd-awful long and confusing that it gives us a headache everytime we look at the sheet it’s printed on. If you want to get the lowdown on the new regulations, call your local chandelry. They’ll be selling the required stuff and will be able to tell you exactly what you need. We know that this sounds like we’re shirking our journalistic duties, but we’re try¬ ing to conserve aspirin.

wosser woman's winner Women march on. October 25th was the Berkeley YC’s Annual Women’s Cup Invitational. The J-24, Inspector Clouseau, sailed by San Francisco YC’s Sysie Wosser was the overall winner as well as winner in Division A. Second was Nancy Rogers in Boog-a-Loo, a Cal 29; third went to Flexible Flyer sailed by Dorothy Little. The course was just under 9 miles and winds were light. Division B honors went to Carmelita Miranda of the Berkeley YC in a Columbia Challenger, Flooze; second was Marcia Peck in a venerable Cal 20, Coors-, and Tink Abreu was third in Sam, a Ranger 23.

breakwater is that the original one was not of adequate design, and therefore did not al¬ ways keep all of the swell out. It sounds like a reasonable explanation, as breakwater de¬ sign on the west coast has a long history of shortcomings and outright failures. Yes, it sounds like a reasonable explanation, but is it really? A number of 'ooatowners in the Berkeley Marina, owners who asked not to be iden¬ tified, claim there is an entirely different reason for the breakwater. A reason, they say, both city and harbor officials have refus¬ ed to make public. According to these highly reliable pot smokers, the second breakwater was actually constructed to prevent oil tankers that unload at Richmond from sneaking over under the cover of night and ‘feeding’ on the smaller recreational craft.

SIGHTINGS strainer “Hey bro,” one pot smoker told Latitude 38, “you can’t believe those big metal jobs when they get hungry, their hawse holes light up and they really get aggro! I’ve never seen anything like it, they’re like lobsters bro, they eat their own kind.” We were further told that as many as 13 of the small boats — although one was as big as

a 43-ft. — have been consumed by the tankers. Pot smokers who claim to have wit¬ nessed the ‘feeds’ say that police have caught them in the act several times but “wow man, hand pistols aren’t much of a de¬ terrent to a hungry crude carrier.” News of the ‘feeds’ have apparently been covered up so as not to panic slipholders and make them flee to Emeryville. The good news is that the new breakwater makes the entrance so small that the big tankers cannot enter, and that since it was constructed, no more small boats have ‘dis¬ appeared’. There is bad news,'however. Tankers, according to the pot smokers, have been observed sniffing around Brickyard Cove. We’ll keep you posted on late develop¬ ments.

dps from the top Let’s face it, most of us recreational sailors and racers have limited time we can devote to improving our sailing technique. Consequently our skills and knowledge are likely to forever remain inferior to those of the ‘pros’ and the guys who have been sailing their entire lives. The best thing that could hap¬ pen to us was if somehow the Metropolitan Oakland YC decided to put on a 4-session Mid-Winter Racing Seminar, featuring some of sailing’s greats. Lucky for us, that’s exactly what they are doing. There will be four different seminars, each a two-hour class with a new speaker talking on a new subject. There is just one class per month, starting in November, and all the classes will be held on a Wednesday night from 7:30 to 9:30 at the Metro YC located at 89 Jack London Square in Oakland. The cost is a reasonable $4.00 for each seminar or $12.00 for all 4. We’ll warn you right now, that when they tried this for the first time last year, it consistently played to standing-room only crowds. The first session — and we know some of you will read this too late — is Wednesday, November 5th and feature's Bill Lee speaking on “Boat Design”. Almost everyone knows Bill as the designer, builder, and owner of Merlin, holder of the TransPac course record. Merlin was far from the first ultra-light Bill ever designed and built, and now he has production lines for the popular Santa Cruz 27 and the relatively new Santa Cruz 50. The second session — Wednesday, December 17th — will feature ‘Com¬ modore’ Warwick Tompkins speaking on “Tuning”. Some say that Com¬ modore was born with a sheet in his hand, and we don’t know if that’s true, but he has been sailing all his life. He is often credited with the ‘satellite place¬ ment’ of mast winches, the forerunner to much of modern deck layouts. His sailing knowledge and skills are still in great demand, and he recently delivered the 52rft. Farr design, Zamazzan from New Zealand to San Fran¬ cisco before sailing her to victory in the Big Boat Series. The third session will be held on January 7th, again a Wednesday night, and will feature Tom Blackaller talking on “Using Wind Shifts and Sail Trim”. Blackaller is manager of the North loft in Alameda but is far better known for an illustrious sailing career — still in mid-flight — on a variety of boats from his beloved Stars to 12-Meters, with all kinds of ocean racers thrown in for good measure. On the race course Blackaller has a reputation for being noisy and garrulous, but in the classroom situations he’s known for being a very gifted instructor. The fourth and last session of the series will be February 11 with featured speaker Hank Easom addressing the subject of “Tide and Tactics”. It’s a sub¬ ject he knows well. Hank is a lifelong bay sailor — he doesn’t care for the ocean — and over the last bundle of years has successfully campaigned his 8-Meter Yucca. Around Big Boat Series time his local knowledge is always in demand and he always rides on Windward Passage when she’s around. Such is his understanding of the workings of the bay. ■ Our hats off to the Metropolitan Oakland Yacht Club for lining up such a program, and to the speakers for their willingness to share their knowledge. As we already said, folks, these seminars are certain to sell out, so get your reservations in quick to the Metro Oakland YC, 89 Jack London Square, Oakland, 94607. Simply send irf the appropriate amount of money, either $4 per session or $12 for all four, and they’ll send your tickets back to you in the mail. Further information can be had by calling (415) 832-6757. See you there!

booby boo-boo Last month we wrote an article about Isla Islabella, in which a number of birds were featured. Reader Ann Gladwin was good enough to confirm that con't. on next sightings page

page 55

SIGHTINGS champion boobs - con’t we are indeed idiots when it comes to identifying birds: “On page 83 of the October issue there is a nice photograph of a Brown Booby adult and a booby baby (cute, huh?). They are incorrectly called gooney (isn’t being a booby bad enough?) birds; gooney birds are albatrosses — so called by Pacific Islanders and sailors. By the way, all the other birds in the article are Magnificient Frigatebirds, who are superb ariel pirates and have the largest wing expanse of any bird (84-96”) relative to their weight.” We do appreciate such corrections. We are penitent, and would turn in our Audubon card if we only had one. Ann also included an opinion about Isla Islabella: “Isla Islabella is very similar to the islands of the Galapagos and if you’ve harbored a secret desire to see the latter (and won’t get to), be sure and see the former — in spite of bad press. We were there on our recent cruise to Mexico and had no pro1 blems, plus the best days of the entire trip.”

dig that river This here’s the view from the north side of the bridge at Port Sonoma, overlooking the Petaluma River. The key word here is‘bovine’. Lots of fields, cows, hay, and big sky. There’s also a lot of mud in certain parts of the Petaluma River which in the past has interfered with yachtsmen’s efforts to toodle up the river to Petaluma

During the YRA racing season there are 12 divisions of boats racing in HDA (Handi¬ cap Divisions Associations). Divisions are formed on the basis of PHRF ratings. For ex¬ ample, all boats with ratings up to 120 are in one division, boats rating 126 to 132 are in x.another division, boats rating 138 to 144 in anbther, and so forth. So at the end of the year you have 12 different HDA winners, all of whom are probably wanting to bloody knuckles over who is the winner of winners, so to speak. In order to prevent such bloodshed, the YRA holds a Champion of Champions Re¬ gatta each year, and the one for the 1980 winners was held last month. Blue Lou, Walt Featherstone’s Pearson 10 Meter, rating 150, took the cake. This championship event was sailed on a 12-mile center of the bay course in flat water with 12 to 15 knot

free celestial Richard Gates would like all of you to know that he teaches a Celestial Navigation course each quarter at the College of Marin. He uses No. 249 and the Nautical Almanac and emphasized that his course concentrates on practical application rather than theory. Covered are noon sights, sun l.o.p.’s, moon, planets, and star l.o.p.’s, as well as

smashed in

where they might chuck down food and chase women at Steamer’s Gold restaurant. Now that mud’s being cleared. Max Flohr, who is someday going to tell us all about the Petaluma River, says that by Christmas it’s all going to be cleared, what with half a million bucks being spent on dredging it under a contract by the Army Corps of Engineers. Such dredging is effective for about four years when it has to be done again. That’s life on the big river.

A couple of years back we were sailing down the coast off Morro Bay, having a fine time eating celery and drinking beer. As the afternoon rolled on, several large ships pass¬ ed in the distance and the crew began to speculate whether or not getting rammed by a freighter would sink an average sailboat. Everyone else on the crew was positive it would, but we weren’t so sure. Now we know better. On October 22, the American President Line’s President Grant, in a dense fog just outside the Gate, hit the 80-ft. steel fishing boat, Martin Higgins, broadside. It wasn’t even close, as that ol’ President nearly sliced the Higgins in half, as though she were a loaf of bread. The fishing boat rolled over once, and then went to. the bottom. Miraculously the two crewmen on the fishing boat, Michael Matthews and Dan Blocker, escaped with only minor injuries.

SIGHTINGS of champions winds. An interesting feature of this regatta was the ‘rabbit’ start, where the boats with the higher handicaps started earlier, and the boats with the lower handicaps ‘pursued’. It seemed to work quite well, as the second place boat was Emile Carles’ Sea Mist, a Seahorse yawl rating a whopping 288. Because of the difference in handicaps, Sea Mist crossed the starting line some 27 minutes ahead of the eventual winner Blue Lou. It took Featherstone’s Pearson 10 Meter about 11 and 7/8’s of the 12-mile course to catch up and then pull away to a 45 second victory.

woman driver It’s terrific to see more and more women making ocean passages in sailboats. Take for instance Secret Love here, halfway back to California from Hawaii. That’s Pacific Grove’s Connie Gottlund driving, and barely visi¬

Third place went to Dick Horn’s Reach Far, a Cal 2-27 rating 204. Congratulations to you all, but look out next year, we’re com¬ ing to get you.

navigation class fixes using combinations of the above. The next class begins in January of 1981 and will again be taught at the College of Marin. The best part about it is that it doesn’t cost you one red cent except for about $20 in supplies that you’ll need. Call the College of Marin in Kentfield for further class infor¬ mation.

the fog They were picked up by a lifeboat lowered from the container ship. Visibility was reported to be only about 50-ft., and even though the crew on the Hig¬ gins saw her coming at the last second, there was no way to get out of her path. Naturally the Coast Guard is investigating the case, so at this point all the facts aren’t known. How¬ ever, a spokesman for the President Lines said that the Grant’s radar had been on and a lookout posted as required by law. If that in¬ deed was the case, it’s not very encouraging, because an 80-ft. steel fishing boat certainly makes a better radar target than a smaller fiberglass sailboat. , Playing the sitting duck for large freighters in a thick fog doesn’t make you any younger. We’ve had our fill of it and would sure like to find an alternative — short of radar. Any suggestions?

page 57

ble behind her — what a shame — is Sausalito’s Susan Vaughn taking the oP bucket shower. In this particular instance the skipper in charge of the delivery was Fred Sampson, who also took this photograph, but that isn’t always the case. We recently spoke to a couple of young women — mid-20’s — who delivered the Valiant 32 Skol back to California from Hawaii. Prior to the trip one of the women had no sailing experience; the other just one ocean cross¬ ing. They made it without problem and at last word were writing us an article about it. If you ladies are listening,, we’d sure like it for our Boat Show Issue in January. So if you’re a woman and are thinking about making a long distance sail, just ask around and you’ll find.plenty of other women to give you encourage¬ ment and guidance.

hooray for the red, white (& blue The United States team won the Second Bicentennel Sardina Cup at Por¬ to Cervo, Italy during the first two weeks of September. The event is held in the years that the Admiral’s Cup isn’t, and features basically the same format: three day races, a medium distance race, and a long distance race. Winning members of the U.S/team included three of the top five boats in last year’s Southern Ocean Racing Circuit. Burt Keenan’s Peterson-designed Serendipity 43, Acadia, Bob Hutton’s Frers 46, Tatoosh, and Jack King’s Frers 45, Merrythought. Second place went to Italy, which had the top point boat in a Peterson 43, Yena II. Third was Germany, who got that spot when the Argentinians were protested for not displaying sail numbers during the last race. Fifteen teams competed, including Argentina, Australia, Belgium, Canada, England, France, Germany, Greece/Sweden, Holland, Ireland, Italy, Monaco, Spain, Switzerland, and the good oP U.S. of A.

OUT OF MY MIND

Yes, sailing is dangerous. Nout after an¬ other season, the register of bad accidents is still larger. Someone lost his boat, someone even his life. It wouldn’t be difficult to look over old issues of San Francisco Chronicle, Latitude 38 and other magazines to collect a whole bunch of sad stories . . . The 'Great' Urbanczyk.'

You must write more about your own ex¬ periences, requested the Editor at our last lunch together (he paid). So, feeling obliga¬ ted, I am trying to find in my memory some dramatic events from my 25 sailing years. Well, what can I tell you? About the en¬ gine failure at the harbor entrance while an enormous wind flung my boat to the con¬ crete pier in Kawasaki on my singlehanded sailing adventure in winter in Japan? Hell, this is nothing new, we hear many stories like this. Maybe about the torturing sound of ships following me in the absolute dense fog while sailing alone on the North Pacific? Hell no, sailing in a fog is boring, too. What about the summer storm (Fastnet style) in the North Sea? Hell no, but we are closer. North Sea. Southern shores. Belgium . . . Yes, of course, the year 1966 . . . Eureka! Yes, yes, yes, I have a dramatic adventure to share ... a very unique adventure which is also a good examplelhat even in a harbor we sailors aren’t safe and that we sometimes face unexpected risks. The year is, as I said, 1966, and I am one of the strong, handsome, magnificent sailors on a steel ketch, sailing, in the summer season, to numerous ports in North Europe. From the time I will forever remember the specific taste of a brandy well-known among European mariners, “Chevalier de la Tour” also called “Mariner’s Death.” (In the custom free ship-chandler shop “Zersen” a large bot¬ tle of “Chevalier de la Tour” cost at that time 33 cents — today the same bottle cost pro¬

bably three times as much, maybe even as much as . . . one dollar!) “Chevalier de la tour” (Knight of Tower) was so strong that ropes when dipped into it twisted; galvanised nails simply disolved; and, all the ships’ insects disappeared as soon as the first bottle was opened. After long summer sailing, many adven¬ tures and numerous successful international races, our ketch, carrying a lot of trophies as well as many boxes of “Chevalier”, an¬ chored in a small and rather quiet Belgium harbor, Ostend, a famous North European spa. H£re, in the noble, exclusive, luxurious Yacht Club we were informed that we, as a crew of a foreign vessel, are all cordially in¬ vited to join Ostend in celebrating Belgium’s National Holiday, (June 21). We were pro¬ mised a kind of a folk festival, joyful, spon¬ taneous, and spectacular. Indeed, in the early evening, with the help of “Chevalier”, we celebrated the holiday as best we could. It did not take long as two dozen of our crew overtook Ostend (57,000 inhabitants only). The talented trio (our mechanic, physician and 2nd mate) danced Cossack with “prysiudy” (knee bending) in front of Ostend’s government building. Three other sailors from my watch, directed the traffic at the main intersection, using a 30-ft. spinnaker boom and a red lantern (removed from the boat’s port, of course.) Somebody else tried to take over a cotton candy booth with owners, another seized a carousel and offered free rides for everybody. The captain informed the crowd that he will never leave this unique city and plans to spend the rest of his life here, enjoy¬ ing Ostend like today and growing Cauca¬ sian horses “for pleasure, not profit”. I discussed business'matters, trying to sell our boat, or donate her to the local scouting groups, if it would be tax deductible. ' Holding Ostend’s “best” girls in one arm,

OUT OF MY PANTS

bunches of flowers (probably from public gardens), Belgium flags, balloons, garlands in the other, we returned singing to our yacht still anchored next to the noble Yacht Club. We continued celebrating on the boat, it was the best party I participated in in my life. Very romantic, very joyful and very ex¬ hausting. Mixing “Chevalier,” Ostend’s

champagne, Belgian songs with songs from all over Europe, holding on to one of the Os¬ tend’s “best”, I slowly sank into alcohol, flowers, and flags of this singular paradise. I awoke tired, but happy with an idea that a cold shower in the Yacht Club’s building will return me quickly to a useful condition. Rolling on empty bottles (this was probably

Three sailors from my watch directed traffic, someone took over the cotton candy booth, another the carousel. The captain informed the crowd he would never leave and planned to raise Caucasian horses . . .

page 59

the first discovery of skate boards), 1 pro¬ ceeded to the salutary idea of taking a shower. The weather was lovely and warm. Dress¬ ed in only scant slips I went into the Yacht Club’s residence located on a small island, connected with the land by a wooden bridge. To my astonishment I was stopped by six armed soldiers informing me about something probably very important. Because it isn’t easy to discuss any matters with “parade style” clad soldiers when one wears only slips and does not speak their language (people in Belgium believe they speak French), I returned to our yacht still having no idea for what sake these six boys broil in uniforms in the July summer heat. Lowering a small dinghy from our ketch and using short oars I returned to the island, this time to the back of the Yacht Club’s residence and entered through the back door. The building was absolutely empty in

OUT OF MY PANTS Hell. Maybe I would have forgotten the whole episode and some more dramatic events would cover and sink in oblivion this episode. But things were going the other way. The same day, evening our crew was sitting on the edges of richly upholstered chairs in the City Hall reception room as the Mayor and his wife’s guests (fortunately, she wasn’t the reason for my morning embar¬ rassment). After several toasts the at¬ mosphere was cordial and we were talking, joking and teasing about sailing, sailors, har¬ bors and unusual situations. Our host laugh¬ ed, he called the butler, and after awhile he showed us the afternoon newspaper. In a huge print, across the first page, we read:

Abused Royalty.

the early morning. The cold shower was like salvation and it washed away the exhausting memories of last night. I enjoyed it so much I showered for half an hour. After that, smelling of magnificent Belgian soap with excellent laundered slips in hand I left for the boat with a feeling that I am the only person in the well-guarded (for what sake, for what sake?) building. Singing an old song “All the World’s Women Are Ours” (which 1 can’t recite here for so called “good taste reasons”), 1 walked through an empty corridor covered with red Persian carpets. But I was very wrong in thinking that I am alone. After a brave left turn (the “Chevalier” was still my ruler and I was navigating with some oversteering), 1 suddenly stood, ab¬

solutely nude, face to face with a nice, distinguished, older lady, followed by a huge formal-dressed crowd. There was no sense to turn back, so 1 passed the whole pageant with the greatest dignity 1 could muster. While passing the distinguished lady something like “sorry, 1 am terribly sorry” left my now pale lips. The lady, believe it or not, smiled with a kind of understanding mixed with forgiveness. This was childish, this was stupid, I thought, returning to the boat. Hell, it was really not necessary to walk nude believing that nobody will be in the Club early morning on a National Holiday. And then the lady . . . hell, she was probably somebody very important. Maybe the Commodore’s wife or mother, maybe the city Mayor’s wife . . .

UNIDENTIFIED STREAKER SHAMES HER MAJESTY, QUEEN OF BELGIUM, DURING HER VISIT IN THE YACHT CLUB RESIDENCE . . .

The Mayor smiled and looked at us. Full of guilt I stood up like a pupil in a grammer school and said: “It was me. I am sorry.” Everybody laughed. I felt better and a frivolous thought flashed in my head. I didn’t know it was the Queen of Belgium — I said — If I knew I would have given her a standing ovation. — andrew urbanczyk

NOTICE:

Latitude 38 is now publishing 12 issues a year. The next volume, December, is the photo contest issue, and will be available at all the normal locations the first week of December. Until then, happy turkey!

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PEARSON ARIEL Ariel: Do you love me, master? No? Prospero: Dearly, my delicate Ariel. ("The Tempest" by William Shakespeare) On October 25, the Ariel class celebrates 15 years of active racing and cruising on the bay during ceremonies at the San Francisco YC. Although Pearson Yachts stopped producing the boat in 1966, this year the Ariel class of 38 has a record number of dues-paying members (28); a record number of participants at the annual spring seminar (17) and champaigne cruise (45); and more Y.R.A. qualifiers than in 1979. It is unusual for a class this old to continue to grow, but several factors make it possible. Ariel: All hail, great master! grave sjr, hail! I do answer thy best pleasure; be't to fly, to swim, to dive into the fire, to ride on the curl’d clouds; to thy strong bidding, task Ariel, and all his quality. The bay offers ideal conditions for the boat’s sturdy construction. A steady influx of Ariels arrive from light-winded southern California. One of the first fiberglass boats mass-produced, the 440 Ariels were constructed by liberally hand-laying fiberglass, because at that time its strength was uncertain. Consequently, owners can expect to drill through two inches of glass when installing thru-hull fittings. Evidence of the boat’s integrity is clear. The average bay owner keeps his Ariel over 8 years. The Ariel roster recently included a two-Ariel family; two former owners who returned to buy a second Ariel, and 8 first-boat owners. Small wonder, this Carl Alberg design (part of the Commander/Ariel/Triton/Alberg 35 series) is easy to sail, dry in heavy weather, and excellent for a family. Prospero to Ariel: Thou shalt be as free as mountain winds; but then exactly do all points of my command. Another reason for the Ariel’s popularity is that the class by-laws restrict the use of all-out, go-fast equipment. The class reasons that this helps keep everyone competitive without requiring the owner to spend exorbitant amounts to support a racing boat. Ariels race in the

Y.R.A. with a class jib but no spinnakers. A 150 percent genoa is allowed in some of the midwinter handicap series, while spinnakers and unlimited headsails are allowed in the Metro Midwinter Series. Nevertheless, some very competitive racers maintain their stock pro¬ duction features. Ariel: My master through his art forsees the danger that these his friends, are in; and sends me for else his project dies. A third reason for a cohesive class is the special projects individual

members pursue. Communications with Pearson and a Connecticut marine manufacturer has provided Ariel owners with original blueprints, deck plans, electrical layout and part catalogs from 1965. Plans for parts that are no longer available are kept so new ones can be cast locally. A quarterly newsletter keeps members up on gossip and racing and cruising events. The cruise chairman has led weekend trips up and down the coast from Half Moon Bay to Point Reyes. Bay Arieis have made round trips to Hawaii (Jim Smith in Christine) and the Sea of Cortez (John Hauser in Andromeda). Thus, with pride, the Ariel members are look forward to their 15th /

page 65

year together. Many old and new members attend the annual meeting on October 25 and joined in the annual Ernie Hoppe Around Angel Island Race. More class information may be obtained by calling Carol Jesmore at 982-7287. Prospero to Ariel: I’ll deliver all; And promise you calm seas, auspicious gales, and sail so expeditions, that shall catch your royal fleet afar off — my Ariel — that is thy charge; then to the elements be free, and fare thou well! — carol jesmore

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THE SPIRIT OF LITIGATION Readers of early issues of Latitude 38 may recall two feature articles we published on the vessel Spirit and the numerous lawsuits eventually filed in conjunction with her ultimate misfortune. The first — and what may be the last — of those suits went to trial last month in San Francisco. Although not named as defendents, the jury’s verdict has the potential to make all offshore sailors the big losers. It s a long, complicated story — the defense attorney termed it “one of the most fascinating I ve ever tried — and thus a recapitulation is in order.

Spirit at Ah Ahe.

^^pirit was a 42’ double-ended ketch build of wood in the early 1950’s by Irving Dgiese. Professional boatworkers admired her design and construction, and she proved herself through many thousands of miles of blue water cruising. Over the years she changed hands several times, and^ was last owned by Ray and Ellen Jackson. She, however, was not a completely new boat to the Jackson’s, for Ray had sailed nearly 5,000 miles through the south Pacific on her with the previous owner, Frank Simon. After purchasing the boat in Sausalito, the Jackson’s invested a considerable amount of page 67

money in Spirit, preparing her for another cruise to the south Pacific. A number of Sausalito’s veteran firms and boatworkers were employed; Spirit was hauled at Sausalito Marine,:she was surveyed by Frank Oliveria, had a new galley fabricated by Lou Albano, a diesel installed by Thomas Cooper, a survival pack purchased from Wave Traders, to name a few examples. Ac¬

cording to those who saw her when the wo.rk was completed, Spirit was about as ready for sea as a boat could be. The Jackson’s took the boat to the south Pacific in September of 1975, and would eventually sail some 8,000 miles until the boat arrived in Hawaii. During this time the boat was well cared for, and had been haul¬ ed in Papeete. Ray Jackson had been

SPIRIT

aboard for the whole trip, Ellen Jackson for much of it, and as is the norm on most cruises, the rest of the crew varied from time to time. After arriving in Hawaii, Ray Jackson looked for a skipper to deliver the boat back to San Francisco so he could fly back and at¬ tend to business. Several candidates were in¬ terviewed, one was even selected and then dismissed, before Jackson settled on Bruce Collins. In his early 20’s, Collins had attend¬ ed school at (JSC for a while before taking a leave of absence to sail on various boats through the south Pacific as far as New Zealand. Also scheduled for the trip back was Ellen Jackson’s younger brother, Jim Ahola, who was Collin’s age but did not have near as much sailing experience; and Durel Miller, an experienced ocean sailor who was about 10 years older and had sailed on the Spirit previously. 1 Prior to leaving Ala Wai harbor, two young women looking for adventure, Camilla Arthur and Nancy Perry, asked if they too could sail back to California. The women had gone to Hawaii to consider liv¬ ing there, but now wanted to get back to California. It was Jim Ahola who broached the question about the women to Ray

Jackson. Jackson later spoke to the women for about 20 minutes, explaining to them that it was likely to be a difficult, rough, unpleasant trip, and that they would be ex¬ pected to work hard. Jackson’s attempt’s at discouraging the women went for nought, and when they still wanted to go, he con¬ sented. Jackson may have been influenced by the fact that Camilla Arthur was or had been Jim Ahola’s girlfriend, and that they had all been previously acquainted from back in Marin County. Neither of the women had any sailing ex¬ perience, and during a shakedown( the day before leaving for California they both became seasick.

resulted in minimal contributions on their part. Winds were generally lighter than usual, and before long they’d burned most of the 180 gallons of diesel fuel. About a week into the trip, the winds would pick up for a while, die down, and Ihen pick up again. On the morning of September 27th the wind was estimated at between 20 and 30 knots, with seas between

^^n September 12, 1976, Spirit left Ala Wai in Honolulu, and Ray Jackson ran down the beach watching them disappear. Spirit would never make San Francisco, nor would two of her five crew. The early days of the passage were routine. There were minor disagreements among the men as a pecking order was established, but nothing unusual. Most of the time the women were sick, and this combin¬ ed with their lack of sailing experience

10 and 28 feet. While the other three had seemed a little apprehensive about the weather, Collins and Miller were not, and in fact had discussed putting up more sail. As it was, Spirit was doing 6 to 8 knots under a small jib alone. Although the quartering seas with an occasionaPone on the beam caused Spirit to slam once or twice, everything was going “perfectly” to use Durel Miller’s description.

‘It’ happened at 10:00, although to this date nobody lias a completely satisfactory explanation of what caused ‘it’. Between the peaks of two waves there was a sudden loud noise, and instantly this very heavy 42-ft. boat was thrown not only on her beam ends, but completely upside down. The iron pigs from under the cabin sole fell on the radio and chart table, temporarily making Collins

With the aft cabin filled and the main cabin flooding, there was no question Spirit was sinking very rapidly. What caused the Spirit to suddenly be thrown over is still a mystery. Ahola, Arthur, and Perry in the aft cabin were asleep and saw nothing. Durel Miller at the helm saw nothing on the outside of the boat and

Anchored Moorea.

Spirit's cannister liferaft visible behind rolls of toilet paper.

believe they had done a 360. Durel Miller, who was at the helm, knew otherwise. He was thrown into the^water, but as luck would have it, became tangled in the mizzen rigging as the boat righted, and was dropped back on deck. Jim Ahola and the two women in the aft cabin had heard the loud noise and were instantly engulfed in seawater, so that as soon as they were awake they virtually had to swim out the hatch. page 69

therefore immediately assumed something must have gone wrong on the interior. Col¬ lins, in the main cabin saw nothing, and im¬ mediately assumed something had gone wrong on the exterior. The visible damage was limited to the bulwark, caprail and lifelines on the star¬ board side, the side to which Spirit had taken a 180. Parts of these areas were torn up and jagged. Collins also thought that he saw a

hole in the bow area. Spirit however took so much water so fast in the aft cabin and began sinking stern first, that there appears little question that she had sustained severe damage in that area. Experts have hypothesized all kinds of ex¬ planations, but none seem to fit the evidence as well as one would like. Suggestions in¬ cluded: propane explosion, keel falling off, engine working through the bottom, fuel supply exploding, being rammed by a whale, being hit by a submarine, being hit by a freak wave, and hitting a submerged object. After a lengthy investigation, the Coast Guard concluded that it will probably never be known what happened, but that the Spirit may have hit a submerged object. Whatever the cause, it was clear to the en¬ tire crew that they had to get off the boat quickly: Durel Miller launched the Spirit’s cannister Avon liferaft and got in with Nancy Perry. Jim Ahola inflated the valise liferaft — which happend to be on only as cargo — and he, Camilla Arthur, and Bruce Collins got in. There had been little time to grab any¬ thing, a few containers of water, a little bit of clothing — only Miller and Collins had been dressed — and a few blankets. Before get¬ ting into the liferaft Collins had gone below a second time for supplies, but the water was already up to his waist and he had to get out

SPIRIT

Spirit photographed from schooner Wanderer.

immediately to be sure the rafts would clear the sinking boat and rigging. From the two rafts the crew of five watchÂŹ ed the Spirit sink by the stern, and then slip further and further into the clear depths of the Pacific. It had ony taken about 3 to 5 minutes to go down since being knocked over. None of the crew were injured, the

l Defense attorney, Douglas Moore, Jr.

liferafts had inflated perfectly, but as fate would have it, they were unable to recover the survival pack. ^^^.ay Jackson had equipped Spirit with an unusually extensive survival kit specially tailored for the south Pacific, a kit so thorough that Durel Miller remarked that it

had more medicine than the freighter that eventually rescued he and Nancy Perry. In all there were some'70 items in it, including an EPIRB, foodstuffs for both nutrition and energy, a solar still, various tools, fishing gear, raft patches, medical equipment,

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Coast Guard cutter Campbell’s small boat tows Spirit's raft with Bruce Collins aboard. medications, charts, a survival manual, and so forth. Some experts said it was the most elaborate and most thoroughly thought-out kit they had seen. The survival pack had been lashed to the port side bulwark aft near the deck where it page 71

could easily be reached in an emergency. It was fastened in such a way that it could not move fore or aft, but had to be lifted off to be removed. When Spirit turned upside down, apparently the survival pack was lifted off, for a frantic search to find it was in vain.

What irony, to have gone to the extra effort and expense of assembling a superior sur¬ vival pack only to lose it in freak cir¬ cumstances. The crew tried to keep the two liferafts tied together, but the weather got progressively

worse, and after 11 hours they parted and would eventually drift some 80 miles apart during the next three weeks. The first three days in the rafts was the worst weather of the trip; 35 or more knots of wind, 25-ft. seas, the last six-ft. of which were breaking. It was impossible to keep all the water out of the rafts, but they never flipped.

0)n October 18, 1976, 22 days after Spirit sank, the freighter Oriental Financier spotted the liferaft with Durel Miller and Nan¬ cy Perry. Although Miller had given himself up for dead, they were both alive, with Miller in somewhat better physical shape than Perry. Their report of the existence of a se¬ cond liferaft trigged one of the most intensive air searches since the second World War. But for Jim Ahola and Camilla Arthur it was already tQO late. Ahola died two days earlier, of exposure, shock, and medical complications. He had been very attached to his sister’s boat, and its loss had a devastating affect on his morale. While in the raft he was very negative about their chances of being found and surviving. Ahola was buried at sea, and the death of her boyfriend in turn had a devastating affect , on Camilla Arthur. She rapidly deteriorated and died two days later — the same day Nancy Perry and Durel Miller were rescued. Like Jim, Camilla died of exposure, shock, and medical complications. Collins however, continued to endure, and 6 days after Camilla died and 28 days after the Spirit sank, he was rescued by the USCGC Campbell. Unlike the other two, Collins maintained his belief that they would be found, and also unlike the others, he would not only drink the foul tasting rain¬ water that was caught in the orange liferaft canopy, but augmented this with carefully calculated amounts of seawater. He had stayed as motionless as possible, slept at every opportunity, and did everything he could to conserve his energy.

In the months and years that have pass¬ ed, Nancy Perry seems to have been the least affected, mentally or physically, of the three survivors. Her mother was quoted in the Examiner as saying there were no residual bad effects of the experience. Nancy herself capitalized on the incident by appear¬ ing as the featured guest on the “To Tell the Truth Show” with Joe Gariagola, who described her as “the woman who almost

spirit cashed 'em all in”. Nancy stumped the celebrity panel as the one who had survived 22 days in a liferaft, and thereby walked away with $500 prize money. Durel Miller seemed to have recovered physically, but he was emotionally beat up. He had nightmares, suffered from depres¬ sion and other emotional problems. He call¬ ed us once on the phone and mentioned how difficult it had been to accept the fact that you’re dead and then be rescued and brought back to life, so to speak. The transi¬ tion had been very hard on him. Bruce Collins admitted to continually suf¬ fering from a numbness in one leg. He too had been approached by a number of peo¬ ple wanting to help him capitalize on the inci¬ dent with a book or a movie, but he refused, i Collins said he did not wish to be remember¬ ed for what he considered a freak accident. At Avon’s request he was flown to England where he conferred with company experts. It was his feeling that the liferaft performed as he expected, and that it had contained all that was feasible. In the fall of 1977 two sets of lawsuits were filed. One set against the Spirit’s owners, Ray and Ellen Jackson, and another set against virtually every person and company that either supplied products or had done work on Spirit. Defendents named in this second suit included Irving Dgiese who had built Spirit 23 years before, the previous owner Frank Simon, Sausalito Marine which had done work on the boat, Frank Oliveira, who had surveyed the boat almost 3 years before it sank, Lou Albano who rebuilt the galley, Thomas Cooper who had installed the diesel, Tim Mahony whose liferaft was,unknown to him, on the Spirit as cargo, Avon who manufactured both liferafts, C.J. Hendry Co. who had packed one of the rafts, an un-named valve com¬ pany and several others. In each instance the company of individu¬ al involved was named for having supplied a

defective product or having done negligent work on Spirit which proxifriately caused in¬ jury and death. Interestingly, none of these allegations were supported by the findings of the Coast Guard investigation. The suits were filed on behalf of Nancy Perry and the estate of Camilla Arthur, the women who asked if they might be allowed to go along on the trip, and what one wrote of in the log book as an “adventure”. They were represented by the biggest law firm west of the Mississippi; Pillsburg, Madison, and Sutro, and among their corporate clients in¬ clude Standard Oil, the employer of Nancy’s father, and the company for whom she now works. Despite the residual effects to Collins and Miller and the death of Jim Ahola, no other suits have been filed. Collins and Miller were willing to accept that everyone had done the best they could, and that what happened to them was just one of the risks that comes with going to sea. Since 1977 many of the legal uncertainties have been settled. The actions against all parties but the Jacksons, C.J. Hendry, and Avon were dropped, presumably for lack of sufficient cause to take them further. The case with C.J. Hendry has been settl¬ ed for $150, an inconsiderable sum if there ever was one in a case of such gravity. The suit against the Jacksons looked for a long time as though it would go to trial, and attorneys on* both sides put in many hours preparing for the case. But after all this background work, it was finally settled out of court. It was agreed that they would pay the estate of Camilla Arthur $37,500, and Nan¬ cy Perry $32,500. As sailors, many of you might wonder whether this sum represents a ‘victory’ for either side. It’s probably difficult to make such an evaluation, because such a settle¬ ment just signifies an amount at which the lawyers for both sides would rather accept than gamble on in court. But if we as laymen had to take a stab at it, we’d say the settlement is rather small for a personal injury and wrongful death suit. We say this because we have it on good authori¬ ty that the Jackson’s insurance company wanted to settle at almost any cost right from the beginning, not because they felt their in¬ sured was at fault, but because it’s usually cheaper than going through court. A second factor that might have increased the settle¬ ment offer significantly was the allegation by Nancy Perry that LSD was being used during the passage, a claim that would probably not

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endear a jury to be lenient on the owners of the yacht. 13 ut after all these years of pending litigation, one suit resulting from the sinking of the Spirit finally came to trial last month. The estate of Camilla Arthur and Nancy Perry were the plaintiffs, and Avon, Ltd., the defendents. It would be a three week trial with a jury made of a cross section of San Franciscans: a vocational nurse, a surgical technician, a retired gentleman on disability, a retired carpenter and so forth. Only one of the 12 had ever been sailing in his life, and that was on the bay. The decision to try the case in front of a jury was made by the plain¬ tiffs, who paid the extra fees to do so. Juries are frequently more generous than judges in such cases. The plaintiff’s case against Avon was not based on negligence or breach of warranty, but <5n ‘strict liability’. “What the hell is that?” you non-lawyers will want to know. Well here, we’ll give you the exact instructions on it that the judge gave the jury: “The manufacturer of a liferaft is liable for injuries, the proximate cause of which was a defect in its design when it left the possession or control of the defendent, provided the in¬ jury resulted from the use of the liferaft that was reasonably forseeable by the defendent. A liferaft is defective in design unless the benefits of the design of the liferaft as a whole outweigh the risk of harm of the users inherent in the design or if the liferaft failed to perform as safely as an ordinary consumer of the liferaft would expect when used im a manner reasonably foreseeable by the defen¬ dent. In determining whether the benefits outweigh the risks, you may consider among other things, the likelihood that such a design would cause damage, and the adverse consequences to the product and the consumer as a result of an alternative design.” We figure that if Avon’s ‘peers’ i.e. sailors like you and us were to apply just these in¬ structions on strict liability, Avon wouldn’t have a chance of losing the case. Afterall, what do you basically expect a liferaft to do? You want it to inflate when you pull the cord, you want it to give you a place to rest so you don’t have to swim until you are res¬ cued, and you want it to protect you from complete exposure from the elements. But the judge further instructed the jury that Nancy Perry and Camilla Arthur had been “ordinary consumers” and therefore had the right to expect the liferaft to ‘perform

spirit as safely as they’d expect’. There’s a real problem there because the women were so ignorant of sailing — Nancy Perry told the Coast Guard she didn’t know .what a jib was — that their honest expectations are likely to be horribly unrealistic. In itself that particular instruction might not have been all that bad, but the following cer¬ tainly was, perhaps throwing the case in the wrong direction. The judge instructed the jury: “The fact that the manufacturer expects that someone else will provide adequate sur¬ vival equipment does not absolve the manu¬ facturer from liability when the survival equipment or device is inadequate. The ex¬ pectation that the survival equipment will be provided by a dealer, purchaser, or users is not relevant.”

If that couldn’t put Avon’s case up shitcreek, nothing could. Avon has never claim¬ ed that their liferaft alone and what they pack in it is the ultimate survival package. In fact, the first thing you find when you open the box that contains an Avon liferaft is a slip of paper that tells you two things. One is that the liferaft must be repacked every twelve months. The other is that individual owners may wish to pack other items in the raft, and on this sheet Avon even suggests things like an EPIRB and a solar still. As for what is in¬ cluded in the raft, there is no question. It’s written in black letters on orange paper and stuck right on the cannister. We’ve got an Avon raft, and as we pre¬ sume as was the case with Ray Jackson, we considered Avon’s suggestion that we might want to put other items in the cannister, but decided we didn’t want to. There are a num¬ ber of reasons wliy, but one is real simple. A six-man liferaft in a cannister weighs an awful lot as it is — about 95 pounds — and takes a pretty big man to chuck it over the side. With the kind of gear we’d like to have, with us during a survival attempt, well hell, it

wouldn’t even all fit in the cannister, and even if it did, the extra 25 pounds would make it very difficult to lift, particularly if you were in any way disabled. But for Avon to get clobbered in court because an experienced seaman decided to qiake what many authorities would consider a wise decision in making a separate survival kit, seems preposterous. But that was the ef¬ fect of the judge’s instruction. For the ‘defect’ in the ‘design’ of the liferaft was not that it was made poorly, but that the items Ray Jackson had put into the survival pack werb not put in the liferaft as standard. The irony of it all is that one specific item that had it been in the liferaft may well have changed the jury’s verdict, is an item that Gary Mull just told us he considered an unreliable piece of equipment that he wouldn’t buy, that Richard Clopton writes in this issue as something he’d never again purchase, and that many consider of dubious value at all.

I3efore we get to that one item, let’s consider what ‘defects’ there were in the raft, which were the proximate cause of injury and death. They are listed as follows and ac¬ companied by the defendents attorney’s counterclaims. 1. ) Plaintiffs alleged that there should have been a solar still in the liferaft. The defendents responded that they never really ran out of water except for one night, albeit some of the water was foul tasting. The two who did not drink the water were the two that died, and a physician testified that Camilla Arthur’s refusal to drink the water contributed materially to her death. (There was a solar still in the survival pack.) 2. ) The Plaintiffs alleged that there should have been a double bottom raft because it would have reduced their ex¬ posure and kept the plaintiffs from having to sit in salt water which caused sores which eventually lead to further medical complica¬ tions. The defense got ‘hostile’ witness George Siegler to testify that a double bot¬ tom is not necessary to prevent hypothermia in water over 50 degrees. Defendents also claimed that a double bottom raft would not prevent a person’s bottom from getting wet. (Avon rafts began to offer double bottom as an optional feature in 1978.) 3. ) The Plaintiffs claimed that the first aid kit was inadequate . The defense pointed out that there was a limit to what can be put in a small kit, and because the manufacturer had no way of knowing what needs there would

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be, it had to be very broad in scope. Conse¬ quently there were splints and burn medica¬ tion in the kit that were of little or no use in this particuarly survival attempt. (The sur¬ vival pack was excellently equipped with medical supplies and medication.) 4. ) The Plaintiffs claimed that the repair kit was inadequate, and that pinhole leaks continued to allow water to seep in the raft so that the crew’s bottoms could not stay dry. The defense maintained that the pinholes were likely to have been caused when the raft was inflated on deck rather than in the water as Avon instructs. The defense further claimed that there is no adhesive in the world that will adhere to wet liferaft material. 5. ) The Plaintiffs claimed that the cano¬ py should have been made of radar reflective material. Expert witness for the defense Bill Huber testified that during his 20 years in the Coast Guard Search and Rescue, he’d had an opportunity to evaluate some models of Winslow liferafts which feature such radar reflecting tops. It was his experience that such rafts could been seen with the naked eye before they were picked up on radar. Apparently the radar signals simply could not bounce back off such a rounded surface so low in the water. 6. ) The Plaintiffs claimed there should have been a fishing kit in the raft. The defense got George Siegler to testify that during his 56-day raft trip to Hawaii that they’d only got one fish, and that was by spearing it. The defense however indicated that just a month before Spirit left Hawaiijhe fishing kits became standard items on Avon liferafts as a result of interviews with Maurice and Marilyn Bailey who had survived 117 days on an Avon raft. (There was a fishing kit in the survival pack.) 7. ) The Plaintiffs claimed that plastic bags should have been provided to catch wa¬ ter and keep things dry. The defense re¬ sponded that just as with the fishing kits, the plastic bags had become standard just a month before Spirit left Hawaii. The defense also pointed out that there were plastic bot¬ tles brought into the rafts which could be us¬ ed to store water. 8. ) The Plaintiffs claimed that the safety manual should have been better, and that the one provided fell apart. The defense argued that the theory in liferafts was to keep things simple, and was chagrined not to be able to introduce what other manufacturers provide for a manual — if anything. (Readers might keep in mind that the plain¬ tiffs must not only prove that there was a

spirit defect, but that this defect was the proximate cause of injury or death.) (There was a detailed survival manual in the survival pack.) 9. ) The Plaintiffs . claimed that there should have been rations provided in the liferaft. The defense had a physician testify that water was the imporant thing; and that they could live for 60 days without food. The defense also noted that there simply would have been no room for rations. (There were rations in the survival pack.) ^^von’s attorney, Douglas Moore, was able to speak with the jury after the case and was able to learn that these nine ‘defects’ were to some extent damaging, but in themselves were not sufficient for the jury to have ruled in favor of the plaintiffs. There was one item that apparently threw the case the other way. 10. ) The Plaintiffs claimed that there should have been an EPIRB packed inside the liferaft. (There was one in the survival pack.) According to Moore, this was the ‘defect’ that caused the jury to go with the plaintiffs, but that is not to say that Moore didn’t try and defend against that claim. He pointed out that Class A EPIRB’s on commercial ships must not be packed in liferafts. He argued that EPIRB’s should not be packed in liferafts because EPIRB manu¬ facturers recommend checking the batteries once a month, and you can’t be opening a liferaft that often. He argued that the moisture that accumulates in a cannister might well cause the battery to corrode thereby destroying the fabric and usefulness of the liferaft. Or, the battery might leak, also destroying the raft. He also made technical arguments such as that Class B EPIRBs weren’t really available in Northern Califor¬ nia until thesailing season of 1975, at which time they were no longer “in the possession or control of Avon.” But the best argument of all was that EPIRBs shouldn’t be packed in liferafts

because you may well want to use the EPIRB without ruining the intergrity of the liferaft. This is an excellent argument and can be backed up by the fact that at least 3 San Francisco boats between here and Hawaii Nhad to use EPIRBs this summer, but did not have or want to use their liferafts. These in¬ cluded Friendship, which had a medical pro¬ blem; Trekuogel, which had been hit by a whale and was in danger of sinking; and Soufriere, which had its mast cave in so the crew had to take refuge on a tug. Most peo¬ ple — ourselves included — use the mount¬ ing screws that come with an EPIRB, and mount it near the companionway but not in the liferaft. The force of this argument was severly blunted however by George Siegler, who as an expert witness claimed that if there be on¬ ly one EPIRB on a boat, it should be packed in the liferaft. Interestingly, his testimony was disputed by a former employee of his, Bill Huber, who worked in Search and Rescue for 20 years and now operates his own sur¬ vival gear shop in Redwood City.

{jJltimately the jury didn’t buy the defense argument that good seamanship dic¬ tates an EPIRB and other survival equipment should be packed in a separate survival pack. After a three week trial they deliberated for half a day before deciding on a 10-2 verdict in favor of the plaintiffs. (It takes 9-3 to win such as case, and 8-4 is a hung jury.) One of the two dissenting votes came from the one person who had sailing experience. After that verdict the jury continued to deliberate for 2V2 more days on the settle¬ ment reward for the plaintiffs. They came back with a total of $120,000 to be paid by Avon. $75,000 to the estate of Camilla Ar¬ thur, and $45,000 to Nancy Perry. Whatever joy that may have been felt by the plaintiffs was probably then shattered because the judge then ‘layed-off’ $70,000 of that award, the amount that the plaintiffs received from the Jacksons. As laymen we can only assume that he must not have ap¬ proved of either the jury’s verdict or award, or maybe both. At any rate, Avon’s obliga¬ tion was reduced from $120,000 to $50,000. But Douglas Moore was the first to say that the money was not the important issue here, it’s the precedent. Indeed it’s a shattering decision for the entire liferaft industry. There are tens of thousands of liferafts out on

pleasure boats and such around the world, and the vast majority of them aren’t packed with EPIRBs. The reason they aren’t is because most authorities don’t believe they should be put in liferafts, there is no regula¬ tion that requires them, and many people simply don’t believe they work or are listened for. But this San Francisco jury’s decision may turn everything upside down. Each liferaft that is now out there without an EP1RB packed inside represents a tremendous potential liability because of the verdict. Moore was naturally disappointed by the decision, because he believe in his clients product. He points out that every Avon trig¬ gered in the Fastnet Races inflated; that over 200 lives have been saved in Avon liferafts, that they’d kept people alive for 117 days, for 79 days, and many others for over 30 days. While Moore enthusiastically insists that Avon is the leader in the liferaft field, we think that objective observers would have to admit that they are at least among the leaders. Indeed, it may have been something of a shame that the jury couldn’t have had a comparison demonstration in court between Avon and perhaps a JCR and a Winslow. After such a comparison, the jury might well have chucked the case out then and there. In fact, the lack of being able to make comparisons in court is something that Moore felt greatly hampered his case. There is a peculiarity about California case law that prevented him from showing the jury what other liferaft manufacturers were doing vis a vis such things as survival manuals, solar stills, EPIRBs and the like. He desperately wanted the jury to know that there is not a single manufacturer of liferafts that packs either solar stills or EPIRBs in their liferafts unless requested to do so, that only the dubious Winslow offers the dubious radar reflective canopy, that many have no manuals, that some have no fishing kits, etc. But that’s California law.

INJow some of you folks will say, ‘Oh screw it, Avon probably makes enough money anyway.’ Maybe they do and maybe they don’t, but that’s besides the point. The fact of the matter is that if you plan to Sail off¬ shore, you are likely to be affected by this re¬ cent decision in two ways. The first is in regard to the availability and cost of a liferaft. Avon’s raft’s have saved over 200 lives in the past, surpass all the SOLAS (Safety of Life At Sea) and DOT (Department of Trade Specifications), as page 77

spirit well as the requirements of the vast majority of yacht racing associations around the world. But this means nothing now. The San Francisco jury of 12 non-sailors has changed all that now with their precedent setting deci¬ sion that the rafts are defective primarily be¬ cause they don’t come packed with an EPIRB. ^ The decision leaves not only Avon but the other manufacturers in a quandry. WhaLdo they do now? They’ve got tens of thousands of such rafts on boats around the world, and very, very, very few of them packed with EPIRB’s inside. But because of the verdict, each one now represents a disasterous liabili¬ ty case waiting to happen. So if you’re Avon or one of the other com¬ panies, what do you do? Recall all the rafts and require that the owners pay hundreds of dollars to ‘upgrade’ them to what 12 San Franciscian landlubbers think they ought to be? Or do you keep making them the best you know how, relying on the opinion of ex¬ perts and those who have survived experi¬ ences in rafts, all the while hoping you won’t be pummeled into bankruptcy by litigation? Or do you simply take the rafts off the U.S. market. None of these alternatives is very attractive to the manufacturers. Nor should it be to > you, because you lose no matter which course they select. Inhere is another way you may be affected by this. There are some observers who spec¬ ulate that the estate of Camilla Arthur is not in this for the money, but because they want to see legislation passed that will ‘improve’ liferafts. If this is done, then their daughter won’t have died in vain. Admirable intent to be sure, although we don’t agree with the specifics. Are you folks wondering where such a 4 crusade can go? Supposing it won’t ever get on 60 Minutes. Maybe it won’t get on that show, but there’s a good chance you’ll see it on 20-20 News. Newsman, lawyer, and seemingly sanctimonious celebrity who goes

by the stage name Geraldo Rivera, sat in for about half the trial. It’s understandable, because the tragedy’s potential for sensa¬ tionalism is more attractive to a TV producer than a whopping toot of coke. There’s adventure on the high seas, ro¬ mance, and that prime-time entertainment favorite, death. There’s also some powerful real-life photographs. One of the few things grabbed from the Spirit was a Nikonos camera, and photographs of Bruce Collins, Jim Ahola, and Camilla Arthur were taken right up until the latter two died. There’s one particularly arresting photograph, showing two of them with hollowed cheeks, near death, shrouded in orange from the liferaft canopy. It’s an eerie photograph we first saw three years ago, and we can still see the faces. The plaintiffs attorney allowed the projected image to linger before the eyes of the jury, an effective maneuver. It’s a photograph that they’d say in Hollywood, was ‘made for television’. From such publicity and accompanying crusading efforts comes the pressure that gets put upon the Coast Guard to sit down and start writing up more rules. In the past they’ve demonstrated an admirable hesistancy to do so, but they can only withstand so much pressure. As we all know, increased legislation means we pay more money for fewer opportunities to make our own choices^ ,

The way we see it, nobody is forced to go to sea in a small boat, just as they are not forced to hang glide, mountain climb, race motorcycles, take recreational drugs, or any of the other adventures in life. Those who decide to pursue these activities cannot be ig¬ norant of the inherent risks, no matter how diligent the precautions that have been taken. That’s adventure. That’s life. People are simply going to have to take responsibili¬ ty for their decisions, rather than cry ‘no fair’ and prevefit others from having the oppor¬ tunities they had. It was a tragedy when the Spirit went down, and an even greater tragedy when Jim Ahola and Camilla Arthur lost their lives. But making it more difficult for future sailors to get rafts that have saved hundreds of lives already doesn’t make it any better, it makes it worse. Avon is now trying to have the verdict thrown out, and if that fails, they already have begun to appeal the case. — latitude 38

MAX EBB for the ocean,” said a navigator. “In theory they have a membrane that lets water vapor through but doesn’t let liquid water get in, but I’ve heard that when it gets just a little bit dirty or oily, even from your own skin oil, the elective permeability is impaired and Racing on a new boat is always an educa¬ tional experience. Aside from the chance to exchange the latest gossip, it’s hard to avoid picking up a few new techniques from a crew that you haven’t sailed with before. One boat I sailed on this year had an ex¬ ceptionally innovative crew when it came to solving the ever-present problems of keeping warm and dry (and stylish) on the ocean. We had just motored out of the marina on our way to the starting line on a clear, crisp morning when I went down the companionway to check the spinnakers. “Point Arena, North twenty-six, Bodega Bay, North-Nbrthw^st eighteen . . said the VHF in a very unsympathetic tone. “Looks like we’re in for a blow,” remarked the navigator, sitting at the chart table to star¬ board. “Twenty-six at Arena this early in the morning — and the barometer’s still going up.” Our winch grinder and all-purpose deck ape was standing by the galley to port. “We better get all our gear on now,” he said through a mouthful of fresh-baked blueberry muffins. “I can imagine what it’s going to be like in those square waves off Bonita.” The woman who usually runs the fore¬ deck was on the port settee, organizing the gear in her duffle bag, while her friend, vfcho specializes in downwind steering and endfor-end jibes, was standing by the mast mak¬ ing adjustments to her white foul-weather pants. “Are those New Zealand foulies as good as everybody says they are?” I asked her. “Yes!” was her immediate reply. “It’s very strong and it really keeps the water out. After you try it you’ll never want to use anything else again. And they’re also cut full — this is the first pair of foul-weather pants I’ve own¬ ed that I didn’t have to, uh, wriggle in and out of, if you know what I mean.” “That’s a very important feature,” said the foredeck woman. “My old yellow PVC suit has held up well for a few years, but I’m thinking of trying one of the new ‘breathable’ fabrics. I stay warm enough with wool pants and wool long-johns and heavy sweaters, but it would be nice if it didn’t get so damp inside after a few hours.” “I wouldn’t recommend a breathable fabric

I wouldn’t recommend a breathable fabric for the ocean.

water can pass through. And my own ex¬ perience is that if you sit down in a puddle of water, you’ll get your transom wet every time, even if the stuff’s brand new.” “Well, that’s true of all those light-weight fabrics,” remarked the downwind driver with the heavy white pants, “even that gold material with the neoprene inner coating.” “My gold foulies work fine when they’re new,” responded the navigator. “Of course, I have to exchange them about every six months. You have to make sure they give you an updated receipt each time. This is my third pair of pants on one purchase!” Then I asked what he wears inside to keep warm. “A fiberfilled parka is very effective underneath the jacket. (Don’t bring anything with down in it anywhere near the ocean.) I also pay a lot of attention to the extremities — heavy wool socks, good sea-boots, thick wool hat, and my own discovery for hands — plain wool gloves with the fingertips cut off. You don’t get nearly enough warmth out of regular sailing gloves, and it would be too inconvenient to wear anything that has to be taken off to allow you to open a shackle or something.” The foredeck woman reached into her duffle bag and produced a new pair of very warm and functional looking gloves. “I’m trying these — they have the same leather patches as the regular sailing gloves — but full fingers and a pile liner.” “Can I see those?”

She threw them across the cabin to the chart table. “Hmm . . .” the navigator studied the new gloves carefully. “These look like they’d be okay if you cut the fingertips off!” he said as he tossed them back to their owner. “Ac¬ tually,” he continued, “I think these new pile liners have potential — much easier to wash and dry than wool. I’m going to try a pair of pile pants as innerwear." Meanwhile the grinder/deck ape had gob¬ bled down all the muffins that his conscience would allow, and was sitting on the starboard quarter berth, undressed down to his under¬ wear, turning what appeared to be a wetsuit right side out. “You’re not going to wear that thing for the whole race, are you?” I asked. “You bet I am! And at three a.m. tomor¬ row morning you’ll wish you had one on, too!” “But doesn’t it get awfully clammy inside?” asked several of the crew simultaneously. “Sure it gets clammy — in fact, it gets clammy after it’s on for only five minutes. But the nylon lining/neoprene combination isn’t particularly uncomfortable, and since it doesn’t absorb any water it doesn’t get any worse as time passes. It feels just the same after a day and a half!” “I.have to disagree about wetsuits not be¬ ing uncomfortable,” said the navigator. “That’s probably because you don’t wear one often enough. If you do a lot of dinghy sailing on the bay you get used to it. After a while it feels very natural to have an eighth of an inch of extra blubber around you. It also helps if you get a wetsuit that fits a little looser than one for diving or surfing, and you have to install a fly like I did.” He was standing by the galley again with the suit half on, struggling to keep his balance as the boat pitched. “A sailing wetsuit,” he continued, “should have nylon lining on the inside only. The outer nylon covering only absorbs water and carries away heat when it evaporates.” The boat lurched slightly and he fell for¬ ward onto the pile of sailbags on the cabin floor, to the unrestrained laughter of the rest of the crew. He rolled over and finished pull¬ ing the wide straps of the “farmer john” style

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suit over his shoulders, without attempting to stand up again. “Laugh all you want,” he said. “I can think of quite a few night watches when I was the only one on deck not freezing to death. Also, the wetsuit is an absolutely essential piece of safety equipment when you think about what happens if you go overboard at night.” “Oh, come on!” said the downwind driver. “You have to have some confidence in the boat’s overboard gear.” “1 wish I could,” he said as he got up and went back to the quarter berth, and began to put on a pair of neoprene booties. “The fact is that in years of local ocean racing I’ve never seen anybody hold a real overboard drill, and I bet the averaqge crew would do a poor job of trying it for real for the first time at night. It’s really disturbing to think how many boats have loose lifeline stanchions, run¬ down strobe batteries, overboard poles that stick, or lifelines that don’t meet the re¬ quirements (not that a 24” lifeline is really any safer than an 18” lifeline, but the rule should be complied with or changed). And tnat’s not to mention inadequate liferafts or cheap-o safety harnesses!” “What kind of turkeys have you been sail¬ ing with, anyway?” she asked. “I’m not even talking about turkeys! This is what I see on boats owned by some of the most experienced and respected skippers on the bay — people who should be setting a good example for others.” “Do you think the racing associations should tighten things up?” asked the foredeck woman. “I don’t know — the bottom line is that you have to take personal responsibility for your own safety. Take safety harnesses — most boats carry an inexpensive model with a very poor record. You just have to buy your own, and it takes some research to

figure out which kind is worthwhile. Even then, if you’re like most crew, you won’t use it as much as you should. If you try to use it a lot, you 11 find that very few boats race with a good attachment system rigged, and it does slow down with the sailing-handling. My ap¬ proach to the problem is to wear a wetsuit and keep a strobe in my pocket. I don’t plan to go for a swim, but if I do go over I think my chances of coming back are excellent. It’s not just paranoia — this way I can concen¬ trate on racing the boat, and take reasonable risks in the interest of more effective sail¬ handling.” “Actually, that makes a certain amount of sense,” said the navigator after a few seconds of silence. “I can think of some

Wear a wetsuit and carry a strobe, the chances of coming back are excellent.

moments when I was immobilized with fear, because I knew it would be all over for sure if I went in. But those wetsuit booties you’re putting on must be slippery as hell.” “Oh, no — this is a trick I learned from windsurfing friends. I wear slightly oversized sneakers or deck shoes over the booties (I guess they’re really neoprene socks because they don’t have soles), and my feet stay warm no matter what. It beats the high cost of sea-boots, and you don’t have to worry about water spilling in over the top!” , As he finished suiting up, he continued to explain the rest of his outfit. This included a very flashy looking combination nylon and neoprene windbreaker, a thick fiberfill parka, and a suit of old leaky foulies over every¬ thing. The final item was a neoprene diver’s hood, which he put on just to show off the holes he had cut in the sides so that he could hear with the thing on. He claimed it to be at least five times as warm as the best wool hat ever made, and low windage besides.

By this time the rest of the crew had finish¬ ed getting dressed, and the foredeck woman was attaching a strobe light to her life jacket. “Where did you buy that strobe?” asked her friend. “I didn’t know you had one.” “There’s a long story behind this light,” she answered. “I was on one of the boat's that needed assistance in the Kauai Race, and this is the strobe that came with the first package dropped to us by the Coast Guard.” We all knew perfectly well which boat she had sailed on in the Kauai Race, and were hoping she would feel like talking about it. “The strobe is exactly like the one our deck ape over there uses, but has ‘U.S. Government’ written on it instead of the manufacturer’s name. We would have re¬ turned it but it was still tied to our rigging in San Diego. Wc did return the waterproof, hand-held VHF, though.” “That trip must have been quite an ex¬ perience,” I said, hoping to get some first¬ hand gossip about what really happened out there. “I don’t think ‘experience’ is the right word for it — anyway, I’ll tell you all about it on the ten-to-two watch tonight. But it did have its moments. I’ll never forget that huge fourengine propeller plane come roaring out of the black sky at masthead height. It looked like something out of a science fiction movie, and it was the first indication we had that anyone had picked up our EPIRB signal. You could see the faces of the people in the plane ready to drop the package!” “Lets get the main up!” yelled the skipper from up in the cockpit, “and it looks like we’ll be starting with number two!” Most of the crew went on deck to deal with the sails, while I finished checking the spin¬ nakers. So what are the latest trends in offshore at¬ tire? Neoprene and fiberfill are in, wool may be on its way out. “Breathable” foul weather gear is definately passe'. To be really stylish next spring, you’ll need white foulies and probably a red safety harness. Life jackets may be making a comeback, but it would be in poor taste to wear one with a wetsuit. And a personal strobe light is absolutely de rigueur. — max ebb

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TROPICAL TOPICS

Mazatlan.

I just returned from a cruise on a couple of boats and thought I’d fill you in. I departed San Diego on a San Rafael-based 47’ LOA fiberglass ketch and we arrived in Caj^o San Lucas for Thanksgiving, 1979.1 was crewing on the boat, kicking in to share expenses for food, fuel, harbor fees and whatnot, and had agreed to go along as far as Panama.

page 81

The owner, who shall remain nameless, was off on a “5 year cruise”, but this was, as far as I could see, his first “real cruise” after many years of crewing on TransPacs, Mex¬ ico races, Cal Coastal Racing, and in-bay* racing. Sometimes the best of racers do not know how to “mellow out” (sic) to go cruis¬ ing, and this was one case in point. He wanted his crew to be “comfortable” and thus the boat was equipped with refrigera¬ tion, ham radio, electronic autopilot (Benmar) and other “goodies”. As some of you may know, a lot of time the “goodies” can work against one’s “comfort” on a cruise — comfort, ultimately, is peace of mind that all /

of one’s systems work when called upon. Let me just say that all the non-stock “goodies” on this man’s boat were owner-installed, a fact of which he was quite proud; and all were rendered ineffective or completely non¬ functional by the time we reach Acapulco for the Christmas and New Year’s holidays. I have always been an advocate of “spar-

TROPICAL

tan sailing” (a lot has to do with budgetary considerations” on my part); a believer in Murphy’s Law; and to quote our illustrious guv Jerry Brown, “less is mpre”, and this, to my experience, is certainly tru when one goes cruising. But of course, there are as many levels and ways of “going cruising” as there are sailors. Less time fixing one’s toys can be enjoyed catching fish, ogling native maidens (apologies to “Berkeley Women”), “working on a suntan”, sipping local beer, dragging the unfortunates off the reef, div¬ ing, and exploring, reading, and whatever else sane (?) people go cruising for. But some people gb cruising for entirely different reasons than others. This guy was of the opi¬ nion that “cruising is moving your boat from one harbor to the next so you can work on it (fix it)”. Needless to say, he was always fix¬ ing, or worrying about fixing, something; if it wasn’t that, he was worrying about wearing something out. Rea! enough matters, bfft to worry obsessively about them? On an other¬ wise nice day of easy sailing, the silence would be interrupted by the owner’s declara¬ tion that “well, I’m going to run the engine (or generator) a bit to charge the refrigera¬ tion.” Broad reaching off the Mexican coast for a few hours with diesel fumes wafting -r—-T—

Checking the mail . . .

through the cockpit (the wind was inevitably blowing from the exhaust side) is enough to convince me of the relative merit of the “comforts” of refrigeration. Fortunately, by the time we reached Acapulco, the air and water temperature had risen high enough to nullify the cooling effect of the refrigeration unit, rendering it useless even though the owner would insist on charging the icebox up to 6 or 7 hours per day! I do a slow burn every time I think of sitting in a nice quiet an¬ chorage and hearing the noise and smelling the fumes of the diesel throbbing away to keep a few basically luxury items cold, and to have ice. Beware of the high 'price of refrigeration! We resorted to buying ice when in port, like everyone else, and going without it otherwise. One learns to get by without it in the tropics, it makes-'that trip ashore to the bar that much more of an event, and guess what? you may even strike up some fine acquaintenances there, be¬ cause the local establishment with an icebox always seems to'be the focal point around siesta time.

^^nyway, the sailing was fun, what there was of it. We had decent winds down to Cabo, usually about 10-15 knots off the stern quarter, then across to Mazatlan and down to Puerto Vallarta, although there was a day of absolute flat calm off the coast north of Bahia de Banderas. From there (Cabo Corrientes) down to Acapulco, with stops at Manzanillo and Zihuatanejo, there wasn’t much wind at all, mostly the onshore-off¬ shore breezes in the morning and evenings. Those with no engines or small fuel capacities have a frustrating time here, sometimes making 40 miles at most in a 24 hours period; for those with big tanks, diesel fuel is as about as cheap as you’ll find it any¬ where in Mexico. Fishing was exceptionally good from Cabo all the way down; we troll¬ ed handlines and were always pulling in fish, mostly small tuna, lots of 10-15 pound dorado, and occasionally a sierra mackerel or two. In a one-hour period south of Mazatlan, we sailed through a school of dorado and landed 6 before hauling in our lines for fear of catching any more. Sitting in the anchorage off the Acapulco YC and lolling around the pool there while others were getting soaked up north was fit¬ ting revenge and one gets filled in, up, and out with the various “Tehuantepecer” stories, which range from gale-force horror tales to those who have motored through

while it was flat as a millpond. The common opinion for those going south was to stay close in to the beach, and if you get to Huatulco and a big swell is evident, duck in there. A few boats stop in at Puerto Angel to consult the local weather sages; others enjoy the solitude of the anchorage at Fluatulco; but if it looks good, go. We got to Fluatulco, and it didn’t look too good, hmmm, the wind was switching around, funny, and there were funny looking .swells — it definite¬ ly “smelled fishy”. Against what I thought was better judgement (I am always one to wait a bit when in doubt), the skipper sailed on, and by nightfall of the day that vye pass¬ ed Huatulco, we were in the midst of a “classic Tehuantepecer” with 55-60 knots of

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blustery day on the bay but with big waves but they were nowhere as steep or close to¬ gether as those in the Tehuantepec. There are some very nice gunkholes in the Gulf of Nicoya, but Puntarenas isn’t one of them. Those who use their dinghy motors there get them stolen, so most of the yachties rowing in and out from the anchorage — which is no problem, except you have to time your trips in and back to coincide with slack and nearly slack water, otherwise try battling the tidal stream which can get up to 3-4 knots velocity at the spring tides. Lots of fun row¬ ing a fully loaded leaky Avon (typically) into that!

Charter anyone?

wind out of the north, (the 60 knot anenometer was pinned for healthy periods of time) short, close 10-14 foot waves, and lots of spray. We tried to stay close in to the beach, but under the sail combination we could manage (storm jib and double-reefed mizzen), and with the engine turning about 75 degrees off the wind, no higher. So we ended up taking everything over the beam, got tossed around quite a bit, and lost some deck gear which was lashed down but not well enough. After a day and a night of pret¬ ty rough conditions trying to claw our way towards the beach in order not to stray too off shore into the bigger waves, we were able to turn and run with the wind as we ap¬ proached the eastern shore of the gulf. In

retrospect: I was glad to be onboard a 30-ton “lead mine” for once; as at least part of the boat stayed in the water, whereas a lighter boat would have come out of the water more often, I think; I would keep a closer watch on weather conditions in the area, and this in¬ cludes looking for the local shrimp boats; when they all head in for port, it’s usually for a good reason; and if possible, find out what kind of weather the midwestern states of the U.S. are expecting, because it is the front that moves down through there that ultimately causes a blow in the Gulf of Tehuantepec. After a week or two in lovely Puerto Madero (the only thing it has going for it is that its a totally flat anchorage) and a weeklong side trip to the Guatemalan Highlands for two of the crew, we were off on a straight shot for Puntarenas. We had some Papagayo winds off the north coast of Costa Rica, about 35-40 knots, like an exceptionally /

page 83

From then on we had a pretty enjoyable time cruising down to the Panama Canal with stops at numerous bays and islets on the isolated northern coast of Panama, and also about a week and a half in the Perlas Islands — both of which are pretty remote, but worth it. The amount of ship traffic rounding Punta Mala at the northwest side of the Bay of Panama blows everyone away. It was good to arrive at the Canal Zone, drink some beer at the wonderfully relaxed yacht club in Balboa, and for me, depart the boat I was on and join another, which was none too soon, as personality clashes on boats usually be-

clearing with port captain.

T.T

known around either by the two yacht clubs in the zone and help people out who are transiting the canal — linehandlers are al¬ ways in demand.

^\.fter transiting, which is no traumatic thing (usually), but impressive enough nonetheless, we stayed at the yacht club in Colon for a couple of weeks. Its an oasis in one of the roughest towns in Central Ameri¬ ca, also a better place to stock up on groceries due to the short walk to town,

Game fishing at 8 knots.

come terminal at ports like Panama. “Hell is other people”, said Sartre, and nowhere does it ring truer than on a boat. Anyway, I was able to ship aboard a Dutch trimaran heading for the Caribbean; 1 had met the skipper and crew at various ports along the way down, and it was tentatively agreed that 1 would replace one of their departing crew in Panama. Musical boats is played by a lot of people in Panama; for those making a pierhead jump, its a good place due to the volume of boats passing through, but its also a bad place to get on a boat unless you have references in the “fleet” of cruisers — too many people have been warned of the danger of piracy in that part of the world, and its a very real threat, and thus most boats are apprehensive about picking up strange crew there. The best way to get on a boat or switch to another is to become

which is not the case in Balboa. Tagaropoulos, the ship chandler, will deliver goods in case lots to cruising boats; sometimes several boats will get together to split cases or bulk lots of supplies. I thought the people were quite friendly in Panama, and were always ready to help and laugh once you put your best foot forward. Lots of yachties get mugg¬ ed and robbed in Colon, and one can see why, as they make themselves easy, ob¬ vious, paranoid targets in a town that has , sections that make Watts look like kindergar¬ ten. Try to look a little bit sleazy and pen¬ niless (some of us don’t have to try hard at all) and you will feel a bit more like the locals, if not looking like them — Colon has a large population of expatriate Jamaicans who are blamed, perhaps justly so, for a lot of the crime. I’m also surprised by the number of people who make no effort whatsoever to speak the native tongue or to sensitize themselves to the society and culture of the country they visit. This is especially true with boat people who have their own “floating hermitage” to hide in and avoid the life that goes on around them. But each to his own, and I’ll be the first to admit that one of the best parts of cruising is having a boat to come home to after a hectic day ashore. Still, a lot of people receive the treatment they had coming — and wonder why the locals are so “hostile”. Don’t we expect foreigners in the states to speak English? Well of course this is a whole ‘nuther issue I’m entering into, but its a pet gripe of mine, and just let me say that anyone who cruises south of the border without knowing some Spanish is chafing away at his own anchor rode by widening the disparity between “rich gringo sailor” and “poor uncomprehending peasant”.

further note on the matter of economics: Cruising, like everything else, gets more expensive all the time. But no

matter how expensive things appear to be here in the states, they’re still relatively cheap compared to other countries. So a good sup¬ ply of barterable items, cheaply purchased in the states, becomes invaluable further down the line. Sailors have always been traders, Cwhy alter the image? From bottles of whiskey and wine, to cheap transistor radios, nasty magazines (the crew love these, too), to flashlights, batteries, ink pens, postcards, fishhooks, and hardware, a good selection of “gifts” can greatly ease the cash flow and facilitate a cruising boat’s entry and accep¬ tance into a strange out-of-the-way an¬ chorage. Two Playboy magazines “bought” us five gallons of Mexican shrimp in Puerto Madero. In Panama, the fishermen would rather barter for batteries than balboas. Mat¬ ches, cigarettes, lighters, and 1-gallon milk or clorox containers (for carrying water) are everyday items that become desirable items of trade down south. When in doubt as to who to “give presents” to when entering a strange town or village where you can’t possibly have a gift for everyone, seek out the village elder and present him with something even as inconsequential as a pic¬ ture of your boat; he will be honored by the gesture, and his honor will be shared by the others and your stay in the area should be a hassle-free one. This worked for us time and again in the San Bias Islands and elsewhere; sometimes the reciprocal shower of gifts of fruit, produce, fish, baskets, etc. is over¬ whelming ana it is nice to have small items like fishhooks to go around to everyone. A stay in an out-island area can be greatly enhanced in this way with no need to run for the big ports to resupply. This to me is the essence of cruising: avoiding the larger, more populated commercial harbors which tend to be money vacuums, where the of¬ ficials like to give yachts the big run around clearing in and out — until you cough up the “big tip”. Well, this is probably more than you can stand of my random philosophizing, so I’ll cut things short. Just thought you might be able to pass on some of my lessons to readers of your rag, and keep up the good no-gloss journalism. Thanks for taking the time to read this . . . — yon yonsson from Wisconsin

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MASTER'S

One of the most advantageous qualities of sailing as a sport is the fact you can still be good at it after your 27th birthday. Long af¬ ter your 27th birthday. Just take a look at these fellas from this year’s second annual ‘Masters’ Yankee Cup Regatta’. Pay particu¬ lar attention to the nine skippers in the front row (the tenth, Jake Wosser was wandering elsewhere), all of whom, according to race regulations, must be over 60. They may not be teenagers, but as evidenced by two photo finish races, they can all still drive a hell of a race. You might also note the 32 guys behind them who served as crew on the 10 boats. Each one of them have .passed the big 50. We calculated that there’s 1500 years of sail¬ ing experience and adventures in this photo¬ graph, enough to put us well back into the Dark Ages if you could deduct them on the old time machine. In it’s second year, the Master Yankee Cup is proving to be a powerful draw. Skip¬ pers Harry Nye, Charlie Dole, and Steve Taylor came from Newport Beach, Hawaii and Oklahoma. Crewmembers came from Washington, the east coast, and lord knows where else. Competition for the ‘Masters’ consists of a morning and an afternoon race around fhe bay in J-24’s, with a lunch and reacquain¬ tance break in-between. While the racing

Short tacking up the city front.

isn’t bloodthirsty, the skippers take it serious¬ ly, and have a heck of a good time with their crews urging them on. Conditions this year were ideal, with a beautiful fall day complete with blue sky, warm temperatures, and plea¬ sant winds.

Both the morning and afternoon races saw the fleets bunched together from the start to finish, chutes and all. Winner of the morning race was last year’s overall winner, Allan Clarke of the Richmond Yacht Club. Just a fraction of a boatlength behind was

YANKEE CUP

Master's portrait

Theo Stephens of the St. Francis, who bare¬ ly edged out Roger Eldridge of the San Fran¬ cisco Yacht Club. In the afternoon race Clarke slipped to 6th and Bob Porter of the San Francisco YC jumped all the way to the top, edging Roger page 87

Eldridge in second and Dave Allen of the San Francisco YC in third. Final standings put a consistent Roger Eld¬ ridge in the top spot with five points; second was Bob Potter at 53A; third was Theo Stephens just a quarter point back with 6; /

and fourth was last year’s winner Allan Clarke with 63/t.

^5itting around talking with the ‘Masters’ you begin to realize that sailing back in the

John Hutton, Jr.

150 year's sailing experience — and they still broach

30’s when they got started was quite a bit dif¬ ferent then it is today. They didn’t have the junior programs, the Lasers, and all the other little fiberglass boats that make it so easy. Dave Allen’s start was typical. The first time he went sailing was one afternoon when he and a buddy put a mast and a rudder on a dinghy and headed out for the center of the Belvedere lagoon. Who did he meet, but Jake Wosser, with whom he would be com¬ peting in the Yankee Cup almost 50 years later. Starting in rag-tag boats — naturally they were wood — was pretty common in those Depression years. Roger Eldridge remem¬ bers starting in a 15-ft. Sun, a boat he re¬ called as being built with W fir, displacing 2,000 pounds, and being “slow”. A number of the skippers — Jay Vincent, Allan Clarke, and Steve Taylor among them — got lots of their early experiences in Snipes. Taylor, in

Theo Stephens; 4. Charlie Dole; 5. Jay Vincent; 6. Dave Allen; 7. 9. Steve Taylor; 10. Austin Gibbon; II. Unidentified; 12. Don Harlander; Jim DeWitt; 14. Stephens; 15. Henry Grandin; 16. Unidentified; 17. George Schultz; 18. Unidentified; 19. Leonard Delmas; 20. Barton Beck; 21. Conn Findlay; 22. Barry Stephens; 23. Lloyd Benson; 24. Unidentified; 25. Unidentified; 26. Carlos Echeverria; 27. Der¬ rick Bayliss; 28. Sonny Vyne; 29. Dole; 30. John Ford; 31. Ted Monroe; 32. Don Bever; 33. Matt McDonald; 34. Bob Hall; 35. Dan King; 36. Tom Martin; 37. Dick Loomis; 38. Joe Madrigali; 39. Bill Butler; 40. Unidentified. I. Allan Clarke;

Bob Potter;

8. 13.

Harry Nye;

fact, is still active with the class, ancj has been Race Committee Chairman for the' champi¬ onship for the last 15 years. The one boat that everyone seemed to mention however, was the Stap. Charlie Dole got going in one, as did Allan Clarke, Roger Eldridge, and Jake Wosser, who said his Star Ashin, was his favorite of all the boats he ever owned. David Allen raced in the Pacific Coast Star Championships in 1932 and 1934, but there was one Yankee Cup participant who was particuarly suc¬ cessful in that prestigious class. That was Harry Nye, 72, who started sailing in Chicago in the early 30’s and eventually went on to win two Gold Stars, symbolic of the World’s Championship. A couple of the ‘Masters’ were part of the sailing business. Nye, for example, started the well-known Murphy and Nye loft just after graduating from college. He later sold it

Roger Eldridge;

to Dickie Stern when he became concerned that his affliation with sailmaking might make him a professional. “Today everyone seems to be a professional,” he sighs. Theo Stephens, ol course, was in the business, his father having founded the world-renowned Stephen’s Marine in Stockton. Theo often sailed with his two brothers in Farallone Clip-

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John Hutton. Jr

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Works in Sausalito during the late 50’s. Most of these guys are still hanging in and sailing frequently. It’s true that 72-year young Harry Nye sold his Cal 40 three .years ago and doesn’t sail much anymgre, but Roger Eldridge recently competed in the Quarter Ton Nationals with a Gary Mulldesign. Bob Potter, who has owned all the ‘bay boats’, such as the Spaulding Clipper, Golden Gate, the Bird, and chartered a Farallone Clipper for a season, is still active, as is Jay Vincent, a pilot in Saudia Arabia who still manages to race his Hawkfarm. Steve Taylor sails J-24’s as does Charlie Dole who in fact happens to be the sailing in¬ structor at the University of Hawaii. Dave Allan sold his legendary Imp a year ago, but he’s still very active on big boats and who knows when he might come up with another one.

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So we look at the picture of these guys and smile at the .million memories and ad¬ ventures they had sailing — and are still hav¬ ing. If luck is with us in 28 years, we hope the heck we might be able to join them.

— latitude 38 Photo finish.

John Hutton, jr.

pers, the S&S designed Lightning, and all kinds of other boats. For this regatta his old shop foreman, Dick Loomis, served as crew. Bob Potter also spent some time in the boatbuilding profession, and in fact helped build what became his favorite boat, Touche'. She was the last Alberg 35 to come off the line at the old Coleman Boat

John Hutton. Jr.

CRUISING CASH

“What’s the total distance?” 1 asked.

Relations between boatowners and best friends who serve as crew often become strain¬ ed as the length of a cruise increases. It can be even worse when the owner and crew are complete strangers — particularly when there is some vague agreement about the ex¬ change of money. The following letter from Los Catos’ Mr. Jones describes such a situa¬ tion. Arrangements between boatowners and crew vary greatly, with big factor’s being in¬ dividual experience, the boat involved, the eventual destination, the ‘charm’ of company, and the relative net-worths of the parties involved. In the racing world there are some clear-cut rules. If you are going grand prix and you want to win, you pick up the tabs for almost everything. Lower down the racing rungs things are different. Many owners are simply middle class folk, and often times crew will bring little goodies to eat and drink. Cruising? When we spent three weeks sailing in Mexico with good friends last year we brought some goodies and gave them $300. We needed a vacation and wanted to sit on our butts; they wanted the money. It seemed to work out well. What’s worked — or not worked — for you? We’d like to hear, and we’re sure our readers would, too. You don’t have to name names.

After reading September’s issue with Sue Rowley’s article on “The Skipper” and then Chris Barry’s remarks in Rambling Notes regarding my August question on financial arrangements, 1 feel a burning desire to res¬ pond. No Chris, I didn’t wish to be the payee. In fact, I had agreed to pay “The Skipper” in this situation $80 a month toward sailing ex¬ penses plus my share of food costs. “Should we write this agreement down?” I had asked. “Oh no,” replied The Skipper, “we under¬ stand it clearly enough.” So on April 12th, 1980, after much pomp and circumstance plus the playing of a re¬ cording of Frank Sinatra’s “My Way”, 1 sailed as crewmember aboard a 37’ Cutter from San Leandro. Two other crewmembers were also aboard. Our first stop was to be Cabo San Lucas, then Costa Rica for the summer. On the third day out, while he was on watch, The Skipper accidently jibed and in doing so injured his hand. Subsequently he was under the influence of pain killers and sedatives, and was totally bedridden for the next six days. With the Crewmembers in charge, the trip was just great. Two days out of Cabo, The Skipper reco¬ vered and took charge again. He then at¬ tempted to use a whisker pole mount bracket

on the cabin top as a boom vang mount. As one can imagine, it was ripped out. No problem. The crewmembers repaired the cabin top and replaced the bracket. Once in Cabo the other two crewmembers departed for back home and it was just The Skipper and I. With a couple of weeks hang¬ ing around Estellas Bar and playing back¬ gammon, The Skipper began laying plans for Costa Rica. He let it be known that 1 should prepare to pay for half of the fuel that we would be taking on. “That’s what 1 pay you $80 a month for,” I stated. “Hell no, the $80 is just your rent. You still owe me for half of all the boat expenses,” The Skipper replied. “No way,” I argued, “You mean that if a sail rips, or engine blows, I, as; crewmember, pay for half of the costs?” “Of course,” he answered, as if all crewmembers are so liable. “Bullshit,” I shot back. “Our agreement was . . . and that’s the way it will be.” 1 was ready to start packing. After several quiet hours The Skipper stated, “Well, we’ve come this far so let’s go.” (No, I still didn’t have our agreement in writing, and yes, I was setting myself up.) After looking over the charts and sailing directions The Skipper decided to take the direct route from Cabo to Costa Rica.

“1700 miles.” “And how much fuel does your boat hold?” I asked to confirm, since the sailing ctirections called for only force 2-3 winds along our entire route. “96 gallons, at one-half gallon an hour at 5 knots.” Off we go. We jointly navigated and true to the sailing directions, we found the winds to be at the most, force 3. We motored a lot. An electrical problem appeared in the panel but I was able to confirm that it did not affect the engine or alternator. But while the engine was shut down, I noticed we were low on oil. And as I began to add oil The Skipper asked “Are you sure that is where the oil goes? Wait until 1 check the owners manual.” “You’ve got to be kidding,” I thought. “You’ve owned boats with diesel engines for over 5 years, you’ve owned this boat for 2 years, and you don’t know where the oil goes? The Skipper checks the manual, the oil goes ip, and off we go. On the sixth day out of Cabo, after 28 hours of motoring, the engine quits. “Seems hot (overheated) to me,” The Skipper insists. “It’s not hot and its still got oil. Check your fuel,” I suggested. “It can’t be fuel, it’s got 45 gallons in each tank,” he argues. But The Skipper checks and sure enough, number i tank is empty. I took a look at the bildge and it looked like number 1 tank could hold 15 to 20 gallons. “I guess the other tank holds 75 gallons,” The Skipper murmers. As we sat becalmed, I wasn’t so sure, so I checked tank number 2 and it looked like it might hold 45 gallons. “Terrific.” “You know, I ran out of fuel once before and I went back to the broker, but he insisted my boat had 96 gallons in fuel tankage,” The Skipper mused. “You mean that you have owned this boat for two years, even ran out of fuel before, and didn’t confirm your tankage?! And now you sail on an open water cruise without knowing your boats’ fuel capacity?” I was beginning to get the picture of The Skipper. Since we had run out of fuel and The Skipper didn’t know how to bleed the fuel lines, I did so and off we motored on tank

CLASH

number 2.

causing the starter problems.

After 2 storms, then several days of no wind and some motoring again, we were again becalmed and the engine would not start. I determined that it was an electrical problem between the alternator and the panel. So I prepared to jump start the engine at the selanoid.

Some light sailing, some more motoring, and 14 days after Cabo, we were down to under 5 gallons of fuel which we decided to save for entering Puntarenas.

‘No, don t do that, you might damage something, 1 don’t know if you can do that,” a worried Skipper ordered. Well, engineless sail boats travel all over the world but their skippers plan their routes and trips accordingly. With the sailing directions predictions as they were, and with God knows how much water we had on board since The Skipper didn’t know his fuel capacity, I personally was not going to flounder around 400 miles off the Central American coast where the currents were carrying us west. So I jump started the engine, and off we went. 1 then managed to locate and correct a faulty electrical connection that had been

On closing with the coast the winds im¬ proved and it looked like we would make Costa Rica in 2 to 3 days. We both felt everything was in order. “I’m sorry, 1 just can’t do it,” The Skipper announces. “Do what?” “1 can’t let you live on my boat for only $80 a month,” he explains. “Live?” I ask. “1 stand four hour watches every four hours, I pay for my food, I handle all of the electrical and diesel maintenance, along with other jhnaintenance because you don’t know those skills, I’m willing to pay

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you $80 a month — you call it ‘living’ on your boat and you want more money?” Safe inside Costa Rica waters, The Skip¬ per said, “yes.” Seventeen days after Cabo we arrive, in Puntarenas. The Skipper charged me the agreed $80 a month, one half of food costs, plus one half of the total fuel bills since California, and even one half of the pilot fees in anchoring at Puntarenas. I paid and departed the vessel (and paid for my flight home.) Sour apples article? Some Skippers will say yes. And I know there are two sides to a story. But I have no regrets at all. It was a fantastic trip, a great time of learning in many respects, especially the sailing experience. But my opinion of Skippers has slightly changed. In fact, I now believe I can be an ocean-going Skipper. I’ve ordered my boat so stand by for a letter from the other side of the fence, on The Crewmember. R. Jones Los Gatos

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OLD-TIMER REMEMBERS

As a recent subscriber I want to commend you for a very fine sailing magazine. I am an old-timer of past 70 and swallowed the an¬ chor a number of years ago. Last year a friend of mine gave me your February & March 1979 issues of the Idalia story and of course that brought back many memories to me. 1 had sailed on h6r some 20 years before, when she was a fine, sound schooner and was owned by a dentist named “Painless Parker”. In those days the Farallones Race started at 12:00 midnight off the St. Francis YC. We set a new record in her that year in the early 30’s of a little over 7 hours, a record which

stood for quite a while. We had fine sailmaker onboard by the name of A1 Hemberger that made a light “Wamsutta” sail that covered all of the leeward side of the Idalia. He called this the “Elephant” sail and we shackled it from the tip of the 16-ft bowsprit to the hauled truck of the foremast, then to the truck of her hauled 90-ft mainmast and then it was sheeted fast back aft.

We broke out this huge sail the morning after rounding the islands in a ten knot breeze and I never saw a boat move so fast. We carried this sail for quite a distance on her heading home to watch the rest of the fleet still beating out to the Farallones. It was hard work in those days working sail on these big boats as I do not remember one winch on board any of them, but after all this was almost 50 years ago.

Bucko mates, with George Ruhland at right

111! fill!!

I remember three or four of us setting the Idalia’s mainsail. I thought you people would like to hear my little story on the Idalia before she came to such a sad end. Enclosed are some pictures that I took so many years ago and I thought that you could use them in a short article. I have enclosed a self-addressed envelope stamped, as 1 treasure these pictures and would like you to return them if you will. We

lived in Sausalito for a number of years before we moved to Santa Cruz, and moored our boats there. I could tell many stories of Sausalito and the bay waters but won't go into them now. 1 am a retired ships joiner and over the years had been around a lot of asbestos on some 50 Liberty Ships and a score of Navy ships. Need I say more? A year ago I had my checkup and my Doctor gave me the news.

Ruhland on Idalia.

The past several months have been tough, but 1 am hanging in there taking one day at a time. It was nice of Randy Parker to ask us for a sail on his Bill Lee “50”, but I just wasn’t up to it. Randy is “Painless Parker’s” grandson and he heard about me knowing his grand¬ father. Hoping my first Latitude issue will be the August Issue. Sincerely, George Ruhland^ Santa Cruz

Schooner Idalia.

page 93

BOAT WOMEN It all started on one of those rare, hot, lucid days during the 1980 non-summer. My bosun’s chair and 1 were halfway up the mizzen putter¬ ing with a spreader end. 1 saw them as I looked up to hurl epithets at a speed-crazed fishing boat skip¬ per. Women. Boat Women. Gorgeous, skilled, humorous, strong, lusty Boat Women. On this particularly “cen1 tral casting” day, . Pelican Harbor abounded with the unsung breed. It was time to change into Rank Remarko, nautical paprazzo! Ten minutes I was stalking the docks to bring you this baker’s dozen sample of Women on Boats. Some have criss-crossed the Pacific on all types of craft, some are owner/captains. They can make your boat sing and teach you a lesson or two. They can yuk it up and hold a steady course. They like their work and it

Phyllis

The view from Frank's mizzen.

shows. They brighten up the day. % Thank you Soozie, Jenny, Joanie, Margie, Pip, Claudia, Phyllis (2), Shirley, Shelly, Pat, Jean, Patsy, Sally, Patti, , Kathy, and especially Lucinda. frank di marco pelican harbor After receiving Frank’s photos and story, we sent him back out into the field for a little more information on these ladies. Afterall, we don’t want our readers to get the wrong idea about them — or us. As is the case with people who work on boats, only some were still around, some had gone elsewhere for the winter, some are off cruising, and who knows where the rest are. But

here’s what we discovered.

A reserved Phyllis Allen has been sailing for ten years. This summer she cross¬ ed the Pacific twice. The first time as part of the Ballena Bay TransPac’s com¬ munications boat Thank You Heirs, which was a whole lot of fun. The second time was with Singlehanded TransPac’er Dick Mitchell on his Pearson 35, Blithe Spirit. “It was wet, a 21-day wet trip with lots of beating to weather. Even my money got wet.” Of her ten sail-

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ing years, Phyllis has owned or co¬ owned the same boat, Siboney, for eight of them. The first four years it was together with her then husband, the last four years on her own. She believes it would be “pretty difficult”

to move back on land. Phyllis makes her living doing brightwork on boats, and doesn’t have any trouble finding work since

local people tend to prefer to hire other locals. But she’d rather be cruising. “It’s all I’ve ever wanted to do since I’ve, been connected with boats. The goal of all my work is to even¬

tually go cruising.”

Soozie, how long have you and David been living on Peer Gynt? Three and a half years. Where are you going? South.

When? Soon, real soon.

While Phyllis Allan has been working hard to save money, Soozie Pressley has been occupied for the last three months spending the money she and David have saved up for a cruise. Buying food has beema bit of hassle. She found that BigG Super

would give 10 percent off on big quantity pur¬ chases, and Co¬ op would only give 5 percent, \ but Co-op’s prices were so much lower to begin with, it was cheaper to shop there. But rather than buy everything at

Lucinda

once, she’s toted around a big shopping list, and checked out the specials each week. Two sugges¬ tions. Round con¬ tainers are the pits because they waste space, and buying bulk quan¬ tities of some goods is not a good idea. Toilet paper, for exam¬ ple, should be bought in in¬ dividual rolls, so that if moisture gets in only one roll is ruined. Soozie doesn’t have any qualms about leaving, and unlike her hus¬ band who visua¬ lizes a semi¬ specific ‘end’ to the cruise, she likes to feel she is permanently leav¬ ing, cutting ties for good to wander the world for the • rest of her life. The irony of it is that the original plan called for her to continue to fly for Pan Am and intermittently join David and the boat. Since then Soozie’s decided that the flying she does is so strenu¬ ous that chasing the boat would not be practical. Money of course is a com¬ mon cruising pro¬ blem, and Soozie think’s she’ll be able to partially

All Photos by Frank DiMarco, Jr.

BOAT WOMEN man with tools might also bring in some money. David works for Otis Elevator, and Soozie figures if they get into a real jam he can repair elevators. “Ho, ho, he, har, ho, he he.” Minor additions to the boat includ¬ ed pull-out shelves for the galley, a large chopping area, and stainless steel counter space. Major additions include a new head, a large ice¬ box refrigeration system from which they “plan to sell ice cubes in Mex¬ ico” and the most unusual addtion,

Margie Koff and Phyllis (2)

support their habit by doing brightwork, sewing can¬ vas, and patching sails. The latter two kinds work require a sewing machine, and

Soozie has an old Singer, courtesy of her mother. Soozie’s been told

that there is a flywheel and hand crank that can fit the machine so that she wouldn’t need electricity, although Peer Gynt has a generator so

David can run his power tools. Soozie figures that David’s skills as an electrician, mechanic, wood¬ worker, and a

an expresso ma¬ chine. “We’ll open up a cafe', The Cafe' Gynt”.

Margie Koff spent last year sailing from Newport to Puerto Vallarta and then back to Pelican Harbor. Margie and her husband John have lived aboard for 3 years, and this winter will be liv¬ ing aboard part of the time and living ashore part of the time. Is it a lot dif¬ ferent living on shore? No. Margie’s discovered that the difference be¬ tween living on a boat in a marina and going to work isn’t that much

Joni Arnold ‘floats’, which is perhaps in part because she’s still in her early twenXties. A “failed” business major, she’s often broke but only infre¬ quently concerned about it. The first time we find her broke is when she is 19 and in Crete. In wintertime there isn’t much work

Patti

Soozie

different from liv¬ ing on shore and going to work. The real difference is when you’re liv¬ ing aboard while cruising. “It's a whole different thing, it’s like dy¬ ing and going to heaven, I really loved it.” She found that the hardest part of the trip was com¬ ing back, both mentally and physically. Margie figures that people going down will just learn all they need to know on their own, but coming back is another thing. She feels that for physical comfort two giant tacks

might be the best way to come back up the coast. For mental comfort, preparation for re¬ entry into ‘real life’ would have been a big help. As it was, they had to come back because they were out of funds, and the rapid, forced transition back to normal life was unpleasant. Mar¬ gie is ready to go again right away, but only if things are a little more structured for re¬ entry.

left on boats because most have left. So it’s odd jobs; baby¬ sitting, olive pick¬ ing (for one day only), and then she “tended bar in this real sleazy joint just outside the dapital of Crete.” The bar was actually simi¬ lar to Smitty’s in Sausalito, “except in Smitty’s the girls aren’t hired.” The cops busted the place and Joni’s punishment was that she had , to leave the coun¬ try for 24 hours before returning. Now she’s 23, owns a Newport 27 that’s moored

off Sausalito, and finds that time passes faster than it did a few years

BOAT WOMEN

ago. Some yachties are ada¬

mant about living aboard, but Joni’s not dogmatic. Liv¬

ing on her boat is fine, housesitting is fine — “you can get up and walk naked to the

bathroom, rather than having to put your clothes on, walk down the dock, get your clothes back on, and go back to the boat and dump your dirties” — or just moving in with someone for the winter is fine, too. Everything, it seems, is fine with Joni. “I think I’m actually going to get a bigger boat, one with a shower — well, maybe I’ll get a smaller one, 1 haven’t decided, but with a shower.” She’ll have plenty of time to work out this dilemma, for at the end of Oc¬ tober she took off for Mexico with a friend in a 24-ft. Venture. Actually, Joni just got back from a delivery trip, taking the 55-ft. Xanadu from Avalon to Morro Bay. On the way she picked up a temperature of 103 and got real sick. “It was the water in Avalon, I think it’s recycled or something — actually, 1 think it’s taken from the shower drains be¬ cause it tastes like rubber. We knew we couldn’t drink it, but I thought I could brush my teeth in it.” But

her sickness enabl¬ ed her to stop in Santa Barbara; “It was fine, I was able to go to Mom’s house, catch a shower, do the laundry — you know, “Hi Mom, just passin’ through.” How does Joni make money to support her wandering way of life? She does brightwork. “The women started working cheaper than the men and were doing just as

good a job, so of course the women got the business — you know.

supply and de¬ mand.” That’s a business major for you. Going back to Mexico for a cruise, when will Joni Arnold’s Brightworks be back in business? “When the sun comes out. Not to worry, I’ll be back broke.” That’s 38 from Pelican Harbor, with many thanks to the many fine ladies and to Frank DiMarco.

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THE GOSPEL ACCORDING TO CLOPTON Preparing for the Second Cruise All Photos by Richard Clopton There is no one more adamant about the requirements of a cruising boat than the per¬ son who has never cruised. Like me, he has probably read countless volumes of epic voyages about Spray, Svaap, and such from the likes of Dumas, Robinson, and Pidgeon. Given these sources, it’s little wonder which side he takes in the various cruising con¬ troversies: heavy boats versus light; full keel versus fin; sloop rig versus ketch; etc. Virtually every lumbering barge arrives at its destination in one piece. So, even though dockside experts may declare a particular boat unsightly, if she’s the one which lights the fire in the buyer’s eye, she is — barring shoddy construction — the perfect yacht for that person’s first cruise. But, if there is to be a second cruise, the now veteran cruiser may seek respite from 8’ bowsprits, leaking wood hatches, 35-mile runs noon-to-noon, and the dubious marvel of modern electronics. From my perspective — having read the countless volumes and made a Mexican/South Pacific cruise — I’ve concluded that there are 3 elements to the cornerstone of a successful cruise: 1.) A yacht which sails well; 2.) A yacht with simple, repairable ship’s systems; and 3.) A yacht which is both of the above, but cheap to buy as well. Why get a good sailing yacht? ^\.ssume you are sailing from San Fran¬ cisco to a landfall at Takaroa Atoll in the Tuamotus, and will enter the lagoon at Teavaroa Pass. After a magnificient 33-day journey you raise the atoll and start the engine. Forward gear is engaged and a loud metallic crunch says, “Welcome to Paradise.” A quick check below indicates that forward gear is just a memory. The pass to enter the lagoon is a tortuous corridor a mile long and only 8 yards wide at the en¬ trance. At the lagoon end of the p§ss the channel is much narrower with a sharp bend — and of course the wind is blowing 30 knots on the nose. Yes, you need a good sailing yacht because engines are exceedingly treacherous. Anyone can sail mid-ocean where the nearest lee shore is a thousand

Teavaroa Pass, looking toward the lagoon.

miles off and where no coral fangs lurk just beneath the surface ready to chew the '■ hapless hull. Therefore the successful voyager carefully matches both his and his boat’s abilities to the areas he will cruise, for he will ultimately be forced to prove his abili¬ ty as a sailor when close to unfamiliar land. Assuming the pass into the lagoon has been negotiated — with the help of prayer and oath — the cruising couple undergoes the second rite of initiation into ‘Ordeal by Cruising’. After a month at sea the pleasures /

of the harbor beckon: cold beer, fresh vegetables, and perhaps a place to stand without fear of being pitched in the sea. But there’s a fly in the ointment! The varnish is peeling, the engine is in need of repair, the windlass is frozen, and the holding tank run¬ neth over. This is paradise? Beware, for even the simplest of vessels will provide her owners with all the maintenance and repairs to sate the most enthusiastic handyman. Following a week of unimagined torpidity you fetch Tahiti, the Mecca to which all salty

travelers make pilgramage. You sample the French cooking and wash the outrageous bill down with a dollar cup of coffee. (But you do it, for how often is the sailor home from the sea in Papeete?) After a few days of sun and oogling the French in microscopic bi¬ kinis, the mind turns to matters at hand — the repair of the engine. A mechanic is sum¬ moned and £he problem diagnosed in a flurry of engine oil and nasal snorts. “Very simple, monsieur,” the mechanic snorts, “you will pay now.” This is not a question. The bill is fifty-six thousand Pacific Francs, a mere 800 bucks. The Third Law of cruising is now clear: Thou shalt honor the require¬ ment of simplicity, or thou shalt need a nose full of nickels.

V_xruising is not inexpensive, and prudence as well as skillful planning are

necessary. A simple ship with easilymanaged systems is much superior to a 50’ ‘Belchcraft’ ketch with electric toilets, and 65 pound anchors on 300’ of chain which can’t be raised without the strength of Hercules. The simple small yacht has small turnbuckles, small sails, and small winches. And remember small means cheaper to purchase, repair and replace. The simple small yacht has a small inboard or outboard which may be repaired by the owner. (Though an out¬ board may need repair more often, it will

also propel the dinghy to that secluded “motu” inaccessible with a deep keel, where the diving and beaches are excellent.) Most cruising is done by couples, and the requirements for space are much less than most people realize. On a long cruise you spend a lot of time poking in and out of un¬ familiar ports and coves, each requiring an approach to the anchorage, the setting of the hook, and eventually the reversal of this pro¬ cess. Most cruisers are not hard-boiled

Most cruising is done by couples, and the requirements for space are much less than most people realize.

SECOND CRUISE

Some escape in bottles, some escape to the south Pacific, some escape in south Pacific bottles.

Glouster Doryman, but soft-palmed city dwellers who spend most of their time scour¬ ing native markets, snorkelling and drinking beer in the cockpit — i.e. outdoors. The last thing you need therefore, is a huge, un¬ manageable floating condominium. If you desire to spend some time aboard a large ostentatious yacht, just row over with a bottle of rum and you’ll be invited aboard. If dinner is to be shared, it will usually happen aboard the larger yacht — the owners love to show thpm off, and should not be deprived of the pleasure for which they have paid so dearly. eople generally object to small boats on three accounts. I call them the Myths of Thirst, Starvation, and Spares, or, what collectively boils down to carrying abili¬ ty. To dispell the Myth of Thirst, you simply figure how much water is really necessary. page 103

The standard recommendation is a half gallon per person per day, and thus 30 gallons is the minimum for two people on a 30-day voyage. To this amount I would add 50% as a safety margin. Even the smallest yachts can carry 30 gallons in permanent tanks with minor modifications, and addi¬ tional amounts can be stored in collapsible jugs lashed below or in the cockpit. These jugs take little space when empty and will be needed anyway to ferry water from shore since most locations outside the U.S. not on¬ ly have no such thing as docks with faucets, they don’t even have docks without faucets. Sailing in the tropics requires and awning. If a plastic thru-hull is fitted in the center, it makes a wonderful rain catchment to aug¬ ment the water supply. (We once caught 30 gallons in less than an hour during one rain squall.) The Myth of Starvation reminds me of one cruiser who had enough packaged fondue to feed a crew of six for a month, but had not a single bucket aboard. Certainly food is ex¬ pensive in Hawaii and Tahiti, but it is far cheaper than a boat needed to carry provi¬ sions from the states for 18 months. Besides you tend to purchase things locally, both because you tire of the items so carefully selected prior to departure and because you’ll often prefer to eat ashore rather than cook and clean in the tropical heat. Shopp¬ ing is also one of the great pleasures of cruis¬ ing, and gives you strange and exotic foods as an attractive alternative to greasy corned beef in a can. The Myth of the Spares. The only people who come close to having all the spares they need are the owner/builders. They not only carry all the junk they’ll need to “finish the boat”, but an assortment of tools that would

Nancy and Bob Bryson of Atea with Sandy Clopton.

put Sears to shame. Because of this they sit a foot low in the water, and there is nothing more discouraging than the performance of an overloaded boat. Experience taught me that 1 never possess the single spare which I need, even though I have all the others. Thus I would rather carry a few essential spares and tools, and leave the others at home with a friend, clearly labeled and packaged for air freight.

( o the question becomes, what is essential? The boat, one as we’ve said that should be good sailing, simple and cheap. Let me add that it should also be fun to sail; so to hell with dead eyes and lanyards, gaffs, and 23’ schooners. I presume we all like to sail or we would buy airline tickets and stay in luxury hotels. Most cruises are planned along the course that are dominated by winds aft of the beam, so a yacht that will sail downwind swiftly without skating over the ocean is a good selection. This doesn’t mean that sailing on the wind should make her take on the characteristics of a submarine or an ice¬ breaker, for good windward performance comes in handy, particularly along stretches peppered with islands and reefs. So carry the sails that will serve you well: a good jib for windward performance, a 150, a big light air genoa, a spinnaker or ‘cruising spinnaker’, a main with lots of reef points, and storm sails. Other major essentials you should select are a steering vane, a spray dodger, and a big roller to run the anchor chain over without chewing up the deck. Keep the elec¬ tronics simple. Depth sounders are impor¬ tant enough to carry two. A short wave receiver (for high seas weather, time checks, and entertainment), a VHF radio to talk to

SECOND CRUISE

Cruising cronies.

other yachties- in pod, and a tape deck for listening to Rachmaninoff in Raiatea, are musts. The last two are essential not only for conversation, but also for emotional well¬ being. When you anchor the point is to stay put, and your winter investment and personal safety may depend on what you have on the end of your chain. Carry lots of anchors, as the time to decide if you need more is not while dragging toward a reef in a gale. We left one on Santa Cruz Island, but still have 3 in reserve. Though 1 may immediately be branded a heretic, I would not carry a plow again. Rather than a 45 pound plow I would carry two 22 lb. Bruce anchors — which have greater holding power for their weight — and perhaps set both of .them. The Bruce an¬ chors get rave reviews throughout Mexico and the South Pacific because they set easily and really hold in a variety of conditions. In addition I would carry a couple of high ten¬ sile Danforths, two hundred feet of chain, and lots of nylon rope. A small boat need not carry a windlass,

which is great but if I did hdve to carry one it would be a manual and made of bronze. The other important piece of anchoring gear is the anchor light; for my money the best you can buy is an inexpensive Dietz kereosene lantern which is available at many hardware stores and doesn’t run down the batteries. In the galley I’d prefer a two-burner kerosene stove without an oven, but with a stove-top Optimus mini-oven handy. This last little gem will bake everything from potatoes to bread. I chose kerosene because it is available everywhere, is cheap, and can even be used in a pinch to operate a diesel. (Five gallons of kerosene to one quart of 30 weight diesel engine oil.) The galley sink should, be large and deep — big enough to accomodate a dinner plate. Fresh and salt water foot pumps, are best, and the salt water line can be tied off the engine cooling water intake to reduce the number of thru-hull fittings.

‘F 1—issentials

I would leave home on the next trip? The knotmeter, refrigeration, ham radio, pressure water, Loran, a sewing ma¬

chine, and that most odious of monstrosities, the marine toilet. Give me a plastic bucket or the lee rail anytime! On the subject of safety there are liferafts. Many are the stories of automatic inflation ^that never happened — I know of three per¬ sonally — and hydrostatic releases that don’t. One well-known voyager told me “ne¬ ver again” after he found his cannister full of water, and that at best he would be “terribly bored” by a survival attempt. A round raft is not designed to go anywhere. You sit in one place until you are picked up, and since cruisers avoid the shipping lanes for obvious reasons, your chances of being picked up are slim at best. I would prefer an unsinkable sailing dinghy and a fighting chance to make a landfall. Another frequently ballyhooed item is the EFIRB, which I had always considered a great device until an airplane pilot told me that many carriers do not monitor the EP1RB frequencies. Checking the distance to the horizon from an altitude of 40,000 feet, I came up with a figure of 229 miles. Investi¬ gation showed that commonly available EPIRBs have no greater range than 300 miles i— probably statute miles. Since air¬ crafts travel the great circle course and sailors do not, they will usually be out of range even if listening. All cruising boats have radar reflector’s so they must work, right? Not really. Many of them are useless windage because they are hung improperly. It is critical that the angle at which the plates meet is correct, otherwise the signal will be reflected back in the wrong direction. If you get one, have someone with a radar unit check you at sea. And even if it does work, there is no guarantee that any¬ one will be looking at the screen when that big ‘maru’ closes in on you at over 15 knots. There are a number of safety features which I do consider important. One is a powerful strobe light, a light far more visible than running lights for when you really want to be seen. Another is multiple bilge pumps — three is none too many — all with outlets above the waterline. That’s the way I see it. Obviously there are many points which have not been covered in this discourse, and certainly these para¬ graphs aren’t the last word on the subject. You are left with few answers and many questions. Your conclusions may differ from mine, but at least you have one perspective, something to argue about in the bar.

— richard clopton

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INVITATIONAL MASTERS Bay area racing enthusiasts were treated to the First Annual Invitational Master Mariner’s Regatta held last month at Coyote

Point YC on the peninsula. The match race series is designed to pit the talents and wits of two boats racing against just each other on a windward-leeward course. With the help of club members (who pro¬ vided all the amenities imaginable including boat hostesses) and the Coors Brewery, five pairings of yachts got off to good starts in the Saturday and Sunday event. Coors donated 60 cases of beer for everyone, plus an extra 40 gallons for a beer drinking contest After the race was over. In the first pairing, Ulf Werner’s Brown Sugar dominated Bill Erkelen’s Lois Lane, by sweeping all three races. Russ Silvestri, fresh from winning the U.S. Youth Sailing Championship drove Sugar on Saturday, while Ulf took the helm for Sunday’s race. In that last race, Sugar took the start and powered out to a 42-second lead after two mark roundings, and continued to pull away to win by almost a minute. Match racing is becoming popular throughout the United States, but has been a little slow to catch on in the bay area. The idea for this annual match race regatta for top IOR and class boats was the brainchild of Coyote Point YC member Richard Hackett. He is the veteran of the Long Beach YC’s in¬ ternationally acclaimed Congressional Cup. In the second pairing of the weekend, two Catalina 38’s battled it out. After two races on Saturday, Tommy Johnstone’s Puff and

Dave Vickland on Windfall each had a win. On Sunday’s third and deciding race, Vick¬ land edged Johnstone at the start, and gain¬

ed a 23-second lead after two roundings. The final weather leg became a reach because of a wind veer, and then just as they rounded for the last downwind leg the wind on the up-to-then calm south bay started to blow. Ron Valks, Puffs tactician, immediate¬

ly ordered the chute hoisted in the short, vio¬ lent chop, while Windfall's crew hesitated. After loosing, Vickland began a long sor¬ rowful story about why they didn’t hoist, a story that was interrupted by his girlfriend who explained they no longer had a halyard to hoist the damn thing. Throughout the weekend fickle winds put Race Committee Chairman Dick McSorely on the hot seat. First the breeze would come up from the north, then veer to the west, and then in ultimate humiliation, would die com-

Q: Are we not men? A: We are beer-drinkers.

MATCH RACING

■ :

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gressional Cup in Long Beach.” St. Francis YC members Ralph Wilson and Rich Wilde matched wits and Ranger 37 s in the fourth pairing. Splitting Saturday s races, they were tied going into Sunday s finale, where Ben Choate, crewing on Wilde’s American Express, explained, “we worked out to a 23-second lead and decided to use the big chute on the final

decided to invite two Catalina 30’s. In this last pairing Carl Refleo’s Gotcha out-dueled Gil Campbell’s Charlie. Mike Herlihy, brew on Charlie, called the competition close, but warned of an immenient clean sweep in the beer drinking finals. Coors were drained, and hours later the winners could not be distinguished from the losers. Beer continued to flow, down shirts,

Orient Express, followed by Wide Load.

pletely. Eventually, however, it did fill in reasonably well for most of the races. In the third pairing Chris Boome snatched a Victory on his Santana 35, Wide Load, on¬ ly because misfortune had just kissed Rich¬ ard Hackett on Orient Express in the second race. After Boome had won the first race, Hackett lead the entire second until a few hundred yards from the finish line when his jib blew apart. Boome sailed beneath Hackett and took the gun. However, you can’t keep a good crew down, and on Sunday Hackett and his group of Paul Cayard, Steve Toschi, Kenny Keefe and Terry Gaydos fought for justice. The two boats scratched and tore at one another in the best match racing tradition with Hackett coming out the winner. Veter¬ an match racer Kenny Keefe said, “The same crew hopes to make it through the eliminations to qualify for next year’s Con¬

Lois Lane, cruisin’ but losin .

Kicn tvereu

downwind leg. We started to do the Ranger 37 downwind dance, rolling precariously out of control, and they flew by us to take the series.” When High Noon cancelled the fifth pair¬ ing wiih rival Leading Lady, the committee page 107

down pants (see photo), and occasionally down throats. Instigator Hackett promises a bigger and even better Invitational Master’s Regatta next year.

— richard everett

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GOLDEN YEARS All Photos by Shimon-Craig van Collie The Scene . . . Yachting’s Golden Year’s Exhibition, Embarcadero Cove, October 11 and 12. Thirty exquisite pre-World War II craft, both power and sail, fill the Sailboats, Inc. basin as hundreds of curious visitors, either barefooted or in rubber sole shoes, look, gawk, ooh and ahh.

Bulletins from the Oakland Yacht Club.

page 109

“Yachting’s Golden Years: 1910-1940” was the brainchild of Michael Dobrin, East Bay public relations man. A longtime ad¬ mirer of boatbuilder and sailor, the late Lester Stone, Dobrin had the idea for a classic boat show — “sort of a ‘concours d’elegance’ for yachts” — three years ago. He proposed the idea to a group in Marin, but their internal struggles thwarted the plan. Undaunted, Dobrin approached the Oakland Museum, where he was director of information from 1970 to 1975. Assistant history curator Mickey Karpas, who sails Aunt Elda, a 17’ wooden sloop designed in 1939, gave him an enthusiastic ‘Yes!’ The exhibition was actually a double bar¬ relled program. Karpas turned the Breuner Gallery at the Museum into a roomful of yachting memorabilia: large silver sailing trophies; yacht club burgees; plans, half models and replicas of famous Bay yachts; three color yacht club newsletters (they didn’t have quickie print shops in those days); and a picture of Lester Stone sailing his famous sloop Rascal, with which he kick¬ ed everybody’s ass back in the 1920’s. Meanwhile Dobrin organized the two day in-the-water boarding, getting an OK from Embarcadero Cove Enterprises to use that spot. Sailboats, Inc.’s Don Durant cleared out some of his yachts for sale and donated the services of a maintenance crew. Classic yacht owners, both power and sail, were in¬ vited to participate. The History Guild of the Museum sold tickets to raise money and pro¬ vided posters and programs. Also involved were the Coast Guard band, which marched over from Govern¬ ment Island to play some music; San Miguel, which brought the beer; and the local restaurants, who catered a party for the museum patrons the night before the exhibit. Unfortunately, there were no Stone boats in the show. “I’m disappointed about that,” said Dobrin, “but I think we’ve proved that various organizations in the boating com¬ munity can work together to pull something

Dick William's Alden schooner, Dauntless.

like this off. I’ve gotten several more requests from yacht clubs to do the same thing.” “I think we’ve also proved,” he continued, “there’s a wide interest — a subliminal one perhaps, but quite real — in California’s yachting history. We’ve drawn not only from the boating community, but from the museum followers and the general public. I had one woman come up to me all excited and tell me how she’d never heard of Embarcadero Cove before — she didn’t even know all this was here! “We can have plastic boat shows till hell freezes over, but with the classic boats, peo¬ ple have more of an association with a residual image of Americana. They ooohh and aahhh at the boats today just like they did 40 or 50 years ago.” Dick Williams, owner of the mighty Alden schooner, Dauntless, spent much of the show sitting on a nearby sea wall watching people line up to go aboard his 61’ beauty. Her brightwork gleamed and her teak decks glowed. Music caressed the boarders as they circuited the deck and went below to ogle the Victorian decorations — crushed red velvet

her out or anything!”

Dick Williams.

upholstery, plush red carpet, a red enamel¬ ed stove/heater. “Did you see that woman at the helm just then?” Williams asked, obviously tickled. “She was dreaming. Just sitting there dream¬ ing what it would be like to go for a sail.” Williams is an energetic, garrulous man with a greying Fu Manchu moustache, im¬ peccably dressed in white pants and blue and white knit sweater. A retired glass company president, he has traveled a few miles through the water. “I used to own Obsession,” he recalls, “a custom Columbia 52. We had a 12 man crew, 21 bags of sails . . . Jesus, it was a lot of work! “I also crewed on Serena, the 83’ Alden schooner. I fell in love with her, and I spent 2V2 years looking for a boat like her for my¬ self. I finally found Dauntless in Florida, flew in on the red eye special, met the broker and bought her on the spot — hadn’t checked

Williams has dropped 150 big ones intc Dauntless in the past four years on things like rewiring and fixing the plumbing. He had £ boatwright working on her for 6 months. Hi: wife Betty Jean oversaw the redecorating. “A boat like this represents a lost art,” he waxes philosophically. “The wood, the mechanics, the cost involved. The replace¬ ment cost (a favorite point of discussior among classic yacht owners) would rur about 3A of a million!

YEARS

“But the biggest thrill,” he says, “is being out on the bay and getting all these com¬ ments from other boats. They go crazy over her. Some guy, out of the clear blue, sent us a picture of the boat with just the word ‘Beautiful’ written across it — I’ll never forget that.” Aboard Bob Cleek’s 25 Vertue pocket cruiser Patience, an Islander 30 sailor with his wife and son drool over the teak planking and the fine attention to detail. Based on a

Volante, a yawl belonging the the Flood family, members of the St. Francis Yacht Club.

1936 English gaff cutter design and modified by Laurent Giles as a Bristol Channel Pilot cutter, Patience was actually built in 1963 by Cheoy Lee. Cleek, a red haired Fairfield at¬ torney, and “his lovely wife Terry” (she told

me to write that) hover over their well-found and tightly spaced yacht. “The adults are careful visitors,” admits Cleek, “but the kids tend to run all over and poke into things. We’ve tried to keep the lid on that.” Down below, Cleek points out the Coast Guard numbers and the ‘NET 5’ inscribed on one of the overhead cross beams. “Kermit Parker used to own the other Pa¬ tience (also in the exhibit),” he recounts with a hint that he’s about to tell you a story where he turned a neat trick, “and he'd had it documented. We got this boat and I wanted to document it under the same name — there’s no CF numbers to deal with and no DMV. Parker said I couldn’t do it, but I did!” He fishes through his chart table and pull§ out the large, pink, officially stamped docu¬ ment. “The NET 5,” he explains, “is based on the ‘Thames measurement’. One ton of rice fills up 100 cubic feet, so theoretically we could carry 500 cubic feet, or five tons.” When asked why they decided to partici¬ pate in th,e show, both Cleeks agreed it

In the water display drew big crowds.

GOLDEN YEARS

would benefit the Museum, there was a free party Friday night, and they’d like to see the Master Mariner’s Association do the same thing. Most of the boarders, they said, were quite well educated about sailing and boats. Many even had a notion of what a Vertue sloop was, which surprised Terry. « “Is that a Highfield lever?” another passer by inquires. “Sure is,” says Bob, only too happy to ex¬ plain the workings of his pride and joy. “We use it for the running backstay. When we tack, we just throw the lever, and on the reaches ...”

Mike Dobrin.

Star Trophy.

Ed and Phyllis Gibson held^open house on the other Patience, Kermit Parker’s old yacht. Open faced and friendly, they gladly invited the viewers to step aboard onto the broad teak decks of the 36’ ketch. Strapped upside down on top of the cabin was a var¬ nished dinghy with the boat’s name painted in green on its stern. Dressed in his nautical garb: blue knit crew cap, blue jacket and shirt, and blue jeans, Ed manned the cabin. The 27 year old Chaulker-built (in Wilmington, CA) ketch has a comfortable, lived in look, as it should. The Gibsons reside onboard at Sausalito’s Pelican Harbor with their son and 13 year

Commodore Gutte of the San Francisco Yacht Club hosts a parting cup aboard his famous yacht, Chispa, launched in 1887.

Northern Light, 140 footer built at Stone's, largest yacht ever built on the west coast.

1910

1940

Casco, 90-ft., 2 masted schooner, chartered by Robert Louis Stevenson for his south sea voyage, designed by Sam Merritt, and built at Matthew Turner's Oakland yard.

old cat. On the table amidships, a book lay open to an article reprinted from a 1946 Rudder magazine on “How to build a Nereia ketch, designed by L. Francis Herreshoff.” Ed turn¬ ed to the interior drawings in the book and pointed out how faithful the construction was to the plans. The sink pump is right where it shows in the book, as are the cabinets behind it. Even the vents for the lockers are shaped in the ‘buffalo’ curves which one can barely see on the printed page. Gibson, an architect, appreciates that kind of fidelity by the builder. A Ed and Phyllis alternated answering the guest’s questions, which soon became in¬ creasingly repetitive: “How many does it take to sail the boat?” “Two or three.” “Do you live aboard?” “Yes.” “What’s the cat’s name?” “That’s Miss Little.” “Does she like to sail?” “No, but she’s learning to live with it. We give her a little Dramamine and she gets by allright.” Contacted after the show, both Dobrin and Karpas were pleased to report they’d had 1800 paying customers over the weekehd. “We made money,” Karpas revealed, , sounding tired but satisfied. “Most of our other programs just break even, so we did

very well for a history event. We haven’t got all the bills yet, but we may break $1,000 profit. We also learned a lot about running this type of event if we decide to do it again next year.” Dobrin agreed, saying he had fun doing the show. He also pointed out that even some of the sailing heavies had shown up: Kame Richards, Bob Cole, Ann and Pete Sutter, just to name a few. They were probably oohhing and aahhing right along with everyone.else. — shimon-craig van collie ■

Some of the fleet as seen from Quinn’s.

OCEAN PACING \

One of northern California’s most active and successful yachtsmen passed away on August 22, 1980 and his family wanted to share his thoughts on ‘Ocean Racing’ with other local sailors. George W. Phillips was born on New Year’s Day in 1914, and was to become a noted juror, serving as a Superior Court Judge in Alameda County for 16 years. His first sailboat was a 28-ft. Triton (see far right of photo at right), and later he owned an Islander 32. His third boat was a 36-ft. Sparkman & Stephens design. Esprit, the sixth built of the noted ‘Spirit’ design. With Esprit he won the Thomas J. Lipfon Challenge Cup in 1966, and was the season champion during 1976 in YRA Division B. Although racing the smallest boat in the fleet, Judge Phillips won Division D of the 1969 TransPac, setting a division elapsed time record of 12 days, 11 hours, and 36 minutes. Espirit finished fifth in the 1971 TransPac. A delivery skipper and crew left Honolulu to bring the boat back, but were never heard from again. In 1971 Judge Phillips bought a Ranger 37, which he also named Esprit, and was season’s champ in 1973 and 1974. With this boat he won the Lipton Cup in 1973 and 1974, but lost it in 1975 while going for a record third-straight Cup. His last major race was the TransPac in 1975 where he took fifth in Class D. Judge Phillips continued torace at a less hectic pace, and sailed in this year’s season opening Vallejo Race.

hatever a man’s trade or occupa¬ tion, it is difficult to avoid the feeling that the machinery of existence has been organized into a tiresome ritual. Somewhere along the way, a contact with the problems of survival as an individual has been lost to be replaced by the uncontrolled problems of living in a group society. In short, we have lost the ultimate sense of achievement that comes from successfully completing some elemen¬ tal challenge.

close at hand, the sailor can find a great elemental friend and adversary, the sea, which “has no memory and shows no compassion and which shows an indif¬ ference so vast as to make man go silent in its presence.” At the same time, the sea is the earth’s greatest antiseptic, destroying the in¬ fection of the land at its shoreline.

T A his mystic quality of the sea provides

warmth and spiritual nourishment after¬ wards. “I was a man among men.”

the greatest opportunity for a sense of achievement. You go forward to meet the challenge armed only with your skill, ex¬ perience and instinct. Your reward comes from the belly-tightening taste of danger, the exultation at danger past, a feeling of glory and of infinite peace. Such experiences lived through and shared are to be stored in time’s memory bank upon which you draw for

^^ne has a sense of being part of beau¬ ty, not just an onlooker. We have looked at the sea from a beach or a headland and have been overwhelmed by the fierce power of an incoming wave. -Qn the beach, a wave at¬ tacks. It breaks, it roars and shakes the ground we stand on.

But at sea, as each comber rises and ills the sky, we are miraculously lifted and >orne on its face. On land, the wave roeyrs; at ;ea, it is silent. A wave passes under us with till, awesome power. It is the sea’s compani>n, the wind, that shouts. At sea, you are he center and a part of all this movement, r'ou cannot walk away from it. You are alernately pummeled or gently rocked, gasp¬

ing for shade or doused by the scud. This is a rich experience of beauty because you are engulfed in it.

1'he beauty of one’s boat comes to life in movement, the curve of each sail in abstract relationship to each other and to the sky, each tuned driving the boat forward. A sense of power is communicated through your feet planted on the boat’s deck.

A here is the peculiar beauty in going to sea in small boats. It is an intense form of communication of beauty. You are magically taking part in a work of art..

^^cean racing is more. It provides an unmatched vehicle for companionship in a unifying, shared experience. February 4, 1976

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ADF Aquameter 712

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WATER HEATERS IIQv w/heat exchanger water heaters ★. 6gal. $149.80 lOgal. $166.95 20 gal. $164.95

15gal. $179.95

REFRIGERATION 12 VDC conversion Marvel 12v/110v Norcold No. DE250 12v/140v Norcold No. DE400 12 VDC Marvel No. 45-20140

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BATTERY CHARGERS Newmar ABC-12-15 $155.00 Newmar ABC-12-30 $277.98 Amp King Deep Cycle Batterys Group 27, 90 amp $79.10 Group 24, 80 amp $70.20 80 Commercial 205 amp $156.95 not deep cycle

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324 LITTLEFIELD AVE. SOUTH SAN FRANCISCO, CA94080 Monday-Frlday 8:30-5:30; Saturday 9-2.

415-871-2290

□ travel lodge

FOR ALL YOUR SAILMAKING NEEDS,

YACHT SALES & BROKERAGE

S£EUS[j2£ LEADING EDGE SAILS

TARTAN TEN TARTAN 33 TARTAN 37

- your full service loft on the Peninsula Call Steve Toschi (415)347-0795 1 North Amphlett San Mateo, CA 94401

(415) 523-1762 2394 Mariner Sq. Dr., Alameda, CA 94501

YACHT INSURANCE Good insurance coverage is good business. Gbod insurance coverage starts with

Complete Marine Supplies at Affordable Prices

I_i CHECK AROUND, THEN CALL US

Sheridan Merrick and Company 350 CaliforniaStreet SanFrancisco ,C A94I04 (415) 956-6620

YacMcraft KJt Boats 34’ to 44’

Boat Building Supplies —Repairs—Boat Building Space 909 ELIZABETH ST., ALVISO, CA 95002 (406) 263-1453

CHEOY LEE OFFSHORE YAWL Bristol cond., Westerbeke dsl., almost new; tri-cabin; 2 heads; shower; f/g dinghy; self-tailing jib; full instrumentation — cockpit mtd. 100 gal. water, 60 gals, fuel; plexiglass skylights; beautiful, fast cruiser; Lloyd’s spec. hull. $79,000. Slip available. Tele: (415) 388-3518.

24’ ISLANDER FOR RENT ON THE DELTA Spend a day sailing on the San Joaquin River around Antioch. Or take a week and sail toward Stockton and explore the many waterways. Call (415) 757-6769

37’ SEABIRD CENTER-COCKPIT KETCH v This Hardin-built boat is a fully equipped & proven cruiser/liveaboard. Lots of teak & equipment, new Perkins, a must see boat! Berth available. Will consider trade down, partnership or any reasonable offer. (415) 232-3124

BOAT DOCK, DEEP WATER PIER, NAPA AREA HOME Fireplace, dishwasher, stove, no refrigerator, $650. per month, $500 security deposit. Two bedrooms, two bath. For Informa¬ tion call (707) 252-6733 or (707) 255-3237

SAILNECTICS FJ 1974 Race rigged w/spinnaker & gear. Holt Allen spars & Little Dude Trailer. Asking $2,300. Call 548-3730 Wed-Sun

RANGER 37 Esprit, 1973, Superbly equipped, twice Dlv. B champion & Lipton Cup winner, specially engineered for ocean passage or long distance cruising, TransPac, impeccable condition. 582-2082, $59,500

CREW-COMPANION WANTED Mature, independent, adventurous woman serious about ex¬ tended ocean cruising on expense-sharing basis. Details: Skip¬ per, P.O. Box 793, Sausalito, CA 94966

CATALINA 22 Exc. cond. — main w/jiffy reefing, 110, 150 — 1978 Evinrude, . swing keel, flip top w/cover, fm stereo & tape, knotmeter, split adj. backstay, trailer, porta potti, cover for main, motor, teak & cabin. (415) 483-0561 after 6 p.m. — days, 835-8500 xt. 2254. $6,000 or best offer.

FOR SALE Santa Cruz 27 — $17,000 Lighthall Marine Brokerage (408) 425-8155 J

page 117

30’ FRIENDSHIP SLOOP “Galatea” — beautiful, one of a kind gaff sloop built ‘64 Tomales Bay. Exc. condition. Last hauled August ‘80. Cruised to Mexico ‘77 — ready to go again. Dsl. eng., much gear. $35,000 (415) 332-6005

FOR SAIL Catalina 22 — 1971 fixed keel fiberglass sloop, bottom painted July 1980. 5.5 Johnson outboard, hull & sails in very good con¬ dition. A sturdy bay boat at an affordable price of $4850. Call Dick, days: (415) 577-5197, eves: (415) 522-0684 after 6 pm

1970 TRADEWINDS 31

CRUISING SLOOP

F/G, fin keel, Atomic 4, extremely spacious & comfortable, nice wood interior, sleeps 6. $30,000. Contact: Maurya Malloy, Lighthall Marine Brokerage, (408) 425-8155 / *

james McPherson naval architect CONSULTING SERVICES Yachts ★ Fishing Vessels ★ Other Commerical Vessels P.O. Box 521, Tiburon, CA 94920 (415) 383-8986

RAFIKI 35 Just delivered, beautiful teak & f/g cruising boat. Airex hull, Volvo Penta dsl., 6 oversized Barlow winches, 3 sails, pressure hot & cold water, exc. handling & speed. $62,000 or offer. (408) 996-7660 or (408) 867-9202 N.

BALBOA 20 Are you ready for Mexico this winter?? Good trainer, excellent condition, nice interior, built 1972, anchor, good sails, new Chrysler outboard, $5,500 firm. Home phone: (415) 388-8458

DISCOVER OUR SYSTEM OF COASTAL NAV. Planning cards make any trip an event for skipper, guests. Kit incl. instructions, card£, storage pouch, display sleeve. Great gift! $10 postpaid. (CA residents add 6%). THE NAVIGATION .COACH 4215 Lincoln Blvd., Marina del Rey, CA 90291

the CANVAS shop Over 50 years of experience & total committment to craftsmanship Shouldn’t you check us out? GORGEOUS dodgers a specality 536-3666

MAIL ORDER MARINE SUPPLIES Highest discounts, lowest prices on SimpsonLawrence, Taylor, Marlow, Regatta, Whale, Avon, Allcraft and more. 20-30% off on everything including lighting, heaters, pumps, paints, anchors, tanks, winches—EVERYTHING! \ Send $1.00 for our catalog

NCL MARINE SUPPLY P. O. Box 731 Cotati, CA 94928

Learn their proper mance. Directions tainable materials $1.00 to Thelma, 241-8152 (eves)

WIND INDICATORS placement & use for optimal sailing perfor¬ for making wind indicators from easily ob¬ and sample pair of telltales included. Send P.O. Box 1254, Redding, CA 96099. (916)

LIKE ACTIVE CLASS RACING? Call Jim (415) 783-9249 Looking for 3 partners for fast & beautiful Columbia 26 MKII. Fully equipped for racing & cruising; w/i.b., s/s Barients, 5 sails & spinnaker & much more. Active bay one-design class w/strong club affiliation. Estuary berth, $2750 for V* owner¬ ship. Get into estuary & bay racing w/minimum expense.

KUSTOM KANVAS Custom canvas for racing and cruising flotation cockpit bushions interiors — cushions & curtains sheet bags sunshades boat and hatch covers Custom work — quick delivery free estimates We repair Atlantis Weathergear

LION SAILING SCHOOL & YACHT CHARTERS 982 Santa Barbara Road Berkeley, CA 94607 (415) 526-4559 We have a magnificent new addition to our Charter Fleet — a 6T Alden Cutter — $900 charter, $100 skipper. Also available for charter: 35’ Cheoy Lee Lion, $160 charter-, $80 skipper; Columbia 43’, $200; Islander 37’, $180; Columbia 36’, $150: Catalina 27’, $110; Sahtana 22’, $75. Vz day, Vs off. ALSO: Caribbean Cruise, November 1.5-30 aboard Mulldesign Ocean 44. Air fare, Perth, partial provisioning — $1,500. Second and Third boats still have openings.

GEAR WANTED Avon 4-man cannister liferaft (recent certification); 250 - 300’ 3/8 proofcoil galvanized chain (no rust); 36” sea anchor; Viking log. Art Shaw: (415) 786-6287 Home: 865-6683

Call Deb or Di Clark (415) 482-1429 Oakland

SANTANA 525 1977, race equipped. DeWitt sails, 110, 150, main, spinnaker (tri-radial). Head foil, 2 jib halyards, spinnaker halyard, lights, battery, cushions, running back & adjustable back stays; 4 win¬ ches (2 two-speed), sail cover, other extras. $13,700. 523-7969"

RANGER 23 Main, 125 class laper, 110 jib, 150 genoa, spinnaker, Ritchie compass, Signet knotmeter, depthsounder, 6 winches, 2 sets ground tackle, Polyurethan hull paint, much more — super clean, must see. Sausalito berth, $12,000. Days 755-9841, eves 952-4365

43’ CHARTER SAILBOAT LEAVING S.F. DEC. 28 for Caribbean via Panama. Approx. 3 month cruise. Room for 2 more people. Join for the whole trip or a portion thereof. Stops in L.A., San Diego, Cabo San Lucas, Puerto Vallarta, Man¬ zanillo, Acapulco & Puntarenas in Costa Rica. For info, call 775-2667, 383-5311, or write P.O. Box 232, Sausalito, CA 94966

PARTNERSHIP AVAILABLE Ericson 35 — fully equipped, Redwooci City berth, for further information call (408) 688-2066.

ERICSON 27 Exc. cond., digital knot., 50 chnl. VHF, masthead strobe, nav. & anchor light, fm cassette, stove, compass, Delta canopy & screen, whisker pole, whaje pump, 4-man inflatable, 9.9 out¬ board. Will instruct novice. Hurry! Only $18,500. Call Now — (415) 523-3644

17 FOOT O’DAY DAYSAILER II Excellent condition, garage stored, .trailer, outboard, extras. $3,000/0ffer. 825-6451 after 6:00 p.m.

Downwind Designs custom canvas bags, boat covers, cushions awnings Fast, Professional Service. Jane Sitva — 200 Gate 5 Rd.. no. 111. Sausalito. (415) 332-9593

NORTHSTAR 727 Farr-designed, 24’, 7 sails, headfoil, 6 winches, D.A.D. knotmeter, digital depth, wind speed, apparent wind, head, two burner stove, compass, o.b., trailer. $17,000/offer. Call: (209) 835-1254 — (209) 368-7644

\ FOR SALE 47’ Gulfstar Sailboat for sale or trade for house. Call Sandy, 588-0633

SAIL HAWAII! 7 days of inter-island sailing! 7 additional days pf weather in¬ surance! (If weather is bad you get up to 7 additional days to complete your charter). $300 per person — minimum of 4. Call (415) 461-2831 for complete information.

ask

for BOAT OWNERS SPECIAL DISCOUNT

(4a§>

JAGUAR

ANNEX MOTORS, INC. QUALITY FOREIGN AND DOMESTIC USED CARS

DOUG SHULTS sales Representative

SHIPWRIGHT TOOLS High quality older hand tools. Adzes, planes, hand saws — the works. 6” thickness planer, 10” sandstone wheel. 75 CQR and 60 Danforth. Call or write for list. Jay Earnhardt (415) 332-1259, P.O. Box 531, Sausalito, CA 94965

r. I _ Unique,professional renderings COF YOUR boat or Home drawn by v/ LOCAL- Af?nsr/sAlLOR. FOR BUS! NESS OR 0 , \& PERSONAL GREETING CARDS,STATIONERY, ft’

OK. . .

Hal Schell’s DELTA D Dawdling On The Delta. -p

Exquisite coffeetable cruising guidebook, hardcover, 350 photos, 16 pages color, Charts, Maps, Drawbridge info, Marina facilities. Price - $24.95, plus $1.50 UPS shipping and sales tax.

Cruising

D A W

D L

E R

£eo'2!£. SAN rafael,

CA 94901

WHAT’S HER NAME? Pronouncing “Wilparina” swamps marine telephone operators. But we’re reluctant to change thb name of the sea-kindly, 30’ Bermuda sloop because she’s exceptional. This classic Herreshoff design is teak-planked & bronze fastened. Outfitted to liveaboard; 25 hp dsl.; VHF, d.s., etc. For $29,500 you can own one of the most beautiful wooden boats on the bay and give marine telephone operators fits. Free instruction in how to prounouce and spell “Wilparina”, a name she brings from her original home port, Hong Kong. 544-6126 days or 332-1526

CaRRIF S. GrAL&RMfR ({\Y5j&2'b-0<oL&

TRIUMPH \^||^

& Houseboating The Delta. Compact softcover cruising guide, jam-packed with info, 116 pages,78 photos. Price - $4.25, plus 75* shipping and sales tax.

Delta Map. In color, 22”X34”, water depths, marinas, tide corrections, anchorages, etc. Price - $2.25, postpaid. Xmas Special - Free Map with each “Dawdling” or with 2 “Cruising” book orders. Schell Books, P.O. Box 9140 VISA Stockton 95208, Tel. (209) 951-7821 MasterCard

1979/80 21’ BAYLINER SANTIAGO Less than 60 hrs. on Volvo 200; VHF, fatho., rod holders, custom camper top, many other extras. Trailrite trailer, perfect for weekend fishing,’skiing, family fun. Asking $16,500. day (415) 342-9600 — eves 574-7929 t

MULL 27’ SLOOP (V* TON) Race winning design, good day sailer. Includes San Francisco berth, North sails — main, 6 jibs, 3 spinnakers, blooper, Signet digital instruments, AWI, WS, KM, log, depth, Barient winches, 6 hp inboard. Roy Samuelson (415) 562-3388(d) (415) 552-2674(e) \ •

MOORE 24 HULL NO. 52 Commissioned March 1980. North sails, main, 100, 130, 150 & spinnaker. Kenyon digital knotmeter, Silva tactical compass, Danforth anchor & 150’ line. Trailer, outboard & more. Like new, great buy at $19,500. (916)644-3244 Jl> ★ ★ ★

SAUSALITO SAILING SCHOOL (415) 332-3577

page I 19 *

★ ★ ★

ERICSON 23 Perfect condition with clean, warm interior, galley, porta-potti. Heavy duty rigging,'1 Barlow winches, 2 anchors, battery & all electrical, 6 hp Johnson o.b., Sausalito berth. Doug 469-2640 929-7515 $9,500/offer

FOR SALE: SANTANA 22’ Excellent cond., custom teak cabin interior, new cur¬ tains/carpet. Galley, head, bow pulpit, 3 sails, o.b. (recently tun¬ ed), just hauled/bottom painted. Deck recently reconditioned & painted. Full cockpit cushions. $7,000. (707) 745-5717

ERICSON 26 Truly bristol shape family cruising boat. Sleeps 5, head/galley, custom stereo system, custom teak hatches, Johnson 6 hp motor, depthfinder, Danforth compass, cockpit cushions, main/working jib, 110% genoa, whisker pole, cabin carpet. Cail (415) 924-4871 eves. - $12,950

MAXI 9.5 1977 Seek V3 partner for 32’ Pelle Petterson-designed Swedish beau¬ ty. Excellently equipped fdr fast cruising, club racing. San Rafael berth. (415) 777-5445 days, (415) 459-1629 eves. Bob Aherne

1971 COLUMBIA 26 MARK II High performance racer/cruiser, immaculate, fully equipped, ib, autopilot, VHF, depthmeter, knotmeter, s/s Barients, 5 sails & spinnaker, complete galley, enclosed head & much more. Just hauled & bottom painted. Estuary berth included. Must sell immediately! $11,500 or best offer. (415) 783-9249.

SANTANA 525 Racer/Cruiser. ODCA Class Champ, new spinnaker, main, jib, GHP. OB, Sausalito berth. Call Jack: 435-2085 or 332-8460

39’ F/G SLOOP, WORLD CRUISER Beautifully built, completely equipped, and ready to go. Com¬ fort cruising, replacement cost — $120,000. Sale by owner at $69,995 for immediate sale. Climb aboard & sail away! (916) 926-3731

EXTENSIVE SELECTION OF SAILING BOOKS - NEW & USED * Navigation -r- Boatbuilding * Sailing Stories * Out-of-Print Search * Special Orders

The Little Willow 207 Caledonia Street Sausalito, California 94965

}

332-3824

QUALITY WHITE NYLON SAILBAGS Terrific value, shop by mail. Send check or money order to: MELITA SAILS, P.O. Box 184, Costa Mesa, CA 92627 1 Post Paid, Tax Included 12x20 — $7; 14x42 — $9; 18x42 — $11; 22x42 — $13

MATURED BUSINESSMAN WANTS TO CREW On sailboat six months or longer. Will share expenses. Call col¬ lect: 1-208-443-2830, R. Beasley

HAR-BUR ENT. CUSTOM SHEETS, BLANKETS, PILLOW CASES, AND MATTRESS COVERS ANY SIZE OR SHAPE

:io\ Fast z] Insurance POWER AND SAIL 415-763-4840

MS0 1 AKf SHORf AVENUE. OAKLAND. CALIFORNIA 94610

30’ SLIP WANTED 'Fulltime, parttime, temporary or permanent. Prefer city front, Sausalito, Tiburon. (415) 955-1611 weekdays, (415) 731-0288 eves.

HELP WANTED NORTH SAILS NEEDS THREE QUALIFED SHOP EMPLOYEES for layout, repairs & finishing. M/F, Full time, Permanent. Call to Arrange for Interview 522-5373 CONTEST 30 Fast cruising f/g dsl. sloop. Exceptionally well-built in Holland: 3 headsails, main w/jiffy reefing, 55 chnl. VHF, knot., log, depthsounder, wind speed, windex, sleeps 5-6, windlass, fireplace, much gear. $31,000, Sausalito berth. (415) 856-3459 eves.

SMALL PRIVATE CLUB NEEDS NEW MEMBER Sail an Islander 36’ out of Berkeley. Superb condition, wellequipped, economical. SEAFARER SAILING CLUB, 1-916-756-7485 — ask for Al or 1-916-756-3918 ansaphone.

IN NEED? boat carpentry-dry rot repair remodeling- refinishing •estimates* f Traditional quality^ Contemporary techniques

rank Sayre • 332-8432

AT REASONABLE PRICES BETTYBURLEY

(714) 879-9468 1527 Camino Alto Fullerton, CA 92633

FOR SALE Winslow 40 MCR liferaft, $500; Autohelm 2000, $500; Kavco EPIRB, $100; Olin 25mm flare gun w/4 pars, chute & 4 hand-held flares, 2 Deteor, $95; Solar still, $25. (916) 926-3556

GENE & DOTTY HAYNES Offshore Cruising Consultants — One-on-One Basis Crew & Boat Preparation — Sailing Lessons Provisioning/Supplies — Basic Navigation — Food First Aid — PLUS Optional 300-Mile Shakedown Cruise For further in¬ formation contact Box 1312, Alameda, CA 94501

""TOSIRT*- RIG TUNING • COMPASS ADJUSTING • OUTFITTING ELECTRONIC INSTALLATION • ELECTRICAL • YACHT DELIVERIES

ROMAINE YACHT SERVICES

1 CHEAP AT HALF THE PRICE V2 interest for sale in 1972 Ericson 27. New outboard motor. Lapper & 170% genoa. Good shape w/Berkeley berth. $7,200 or offer. (415) 820-5954 evenings

ARIES WINDVANE Excellent condition, new model; $1,000 or will consider trade-in on a smooth-running VW bug. Call Larry at (415) 332-7241 (leave message.)

SEEKING FEMALE CREWMATE Nice guy (single, secure professional) with 40’ sailboat looking for a female sailing companion for bay and coastal cruising from Mexico to Alaska. No experience necessary. Write Skip¬ per, P.O. Box 2614, Sacramento, CA 95812.

3?«stom

£&>«*

SUttvbV

Order your durable "Dry Paint” — boat lettering, individually designed according to your specifications, selecting from over 400 color combinations on our convenient order blank! Registration numbers and speciality art too!

A to Z Signs & Graphics, 104 G St., San Rafael, CA 457-1849

RONALD R. ROMAINE

KARL ROMAINE

61 MIRAFLORES AVE. SAN RAFAEL, CALIF 94901

YACHT DELIVERIES PORT HUENEME, CALIF

(415) 453-3969

(805) 483-7227

PEACE OFFICER NEEDS LIVEABOARD BERTH South bay, security-minded, outgoing personality, not afraid to get involved. For Westsail 32, needs 36 to 40’ berth. ASAP. Reg (408) 295-4468

MARINE SURVEYOR

FRANK OLIVEIRA Call Bafora 9AM or After 6PM

“SLIM” IS UP FOR GRABS! “Slim” is a Moore 24 no. 32, recently back from the Singlehand¬ ed TransPac. A partial list of her gear incl. 2 mains, 6 headsails, 2 spinnakers, VHF, shelt bags, custom berths, removable forepeak, trailer w/brakes, all that good stuff. She took me to Hanalei & she’ll take you too! Chuck (415) 532-5230

WINCHES Barlow 3 speed s/s (equivalent in size to Barient 35), 2 at $1000 ea.; Barlow self-tailing s/s 44’s (equivalent in size to Barient 28), 4 at $500 ea. Fine cruising winches at V3 to V2 the price of new winches!! Contact Bob Cole 342-8400

1977 ISLANDER FREEPORT 41’ Radar/Loran, autopilot w/remote; gorgeous multi-colored spin¬ naker, 2 staysails, club, jib, main, mizzen whites, oak-teak in¬ terior, brown-tan exterior, custom fitted bedding aft & v-berth. Sausalito berth — $125,000. (415) 332-6868 leave message page 121

388-2239

Available Sevan DaV* a Waak

MULL 27 RACING/CRUISING SLOOP (% TON) Rates 18.5 IOR, 192 PHRF. Complete in all details: VHF/FM, AW, WS, KM, log, depth, 4 jibs, 2 spin., blooper, main, 8 s/s Barients, Harkens, 2B stove, sink, ice, head, Westerbeke in¬ board. Built 1977. Will finance, low price. Roger Eldridge (415) 479-2992 eves, (415) 894-2578 days.

BEAUTIFUL LAPSTRAKE MERMAID Gd. cond., 20’. Wood, Berkeley berth, hauled recently, 4 hp Seagull, main, jib, 2 anchors, stove etc. “Full keeled” Danish daughter. Call Jane days (415) 673-8755 — eves/wkends (415) 236-2574.

1977 CLIPPER 26 Exc. cond., 10 hp outboard, Barient winches, compass, C.B., depthfinder, life jackets, Pop-top, dinette, S.S. sink, ice box, sleeps 6 — tandem trailer w/surge brakes. $5,500. (415) 634-1064 after 6 (415) 228-7300 days.

(415)

BOAT UPHOLSTERY DODGERS BOAT COVERS — EXCELLENT QUALITY Call Brigitte — (415) 924-3458

ISLANDER 28 - 1976 Beam 9’10V2”, draft 5’, displ. 8300 lbs., Volvo dsl., folding prop., new batteries, Barient winches, Modar radio, lighted compass, EMS knotmeter/log, Morrow depthsounder & more. Beautiful teak interidr — immaculate. Will instruct. $33,000. (415) 865-3396 or (415) 655-8843 ^ °x

Whole Ltd

Wooon navT/cM.

% %

tcr^l

1463 BEACH PARK FOR

USE ABOARD SHIP

FOSTER CITY 574-3000

* OFFICE • DEN • CLUB •

30’ HUNT CRUISER — MINT CONDITION Chrysler slanted 6 150, fresh water cooling, s/s fuel tanks, 10 gal. hot w. tank, pressure system, 30 gal. fresh water a.c./d.c., reefer, approved head, depthsounder, recent survey, berth, many more extras. $20,000. (415) 332-4729 (415) 332-0233

A SAILMAKER IN STOCKTON! C&J MARINE 4140 Coronado — Stockton, CA 95204 (209) 464-4877 Repairs — Recuts — Custom Sails & Canvas

SEA, AIR, LAND, SURVIVAL CO.

“FLICKA”

Liferaft Sales & Rentals, Used AVONs & Zodiacs for Sale, Cer¬ tified Liferaft Inspection Station & AVON Boat Repair. Specialist in Life Support Equipment. BILL HUBER, U.S.C.G., Ret. (415) 365-6374 629 Bair Island Road, Redwood City

Bruce Bingham’s classic ocean cruiser. Full keel, 6’ 1 ” headroom, 8’ beam, LOA 24’. All mahogany interior, excellent condition with choice Sausalito berth. $12,000. NOR’SEA YACHTS (415) 332-5181

LEARN SOLO SAILING ... W/Singlehanded TransPac skipper

BOAT PORTRAITS

Mike Pyzel aboard his custom Cal-28 “Caballo Blanco”. 3 & 5 day instructional cruises in the offshore conditions of the Channel Islands. Brochure. PYZEL SCHOOL OF NAVIGATION, 86 Olive Mill Road, Santa Barbara, CA 93108 (805) 969-4195.

Creative photos of your sail or power boat. Underway or at slip. Excellent holiday gift. Call evenings Rita or Linda 232-5744

COMPLETE BOTTOM JOBS

— Faster — Better — Cheaper. — Anti-fouling bottom paint; — Through-hull’s & Prop. Maintenance; — Zincs Replacement; — What-Have-You Serving the Greater Bay Area (415)549-2030

HARRIET’S SAIL REPAIR

1210 Brickyard Cove Rd. Pt. Richmond, CA 94801

repairs * cruising sails * custom canvas work 555

Illinois

St.

S.F.

Agent for ^5^

Jotz Sails

Sandwiches, Beer, Wine Guest Docking — Take-Out Service

863-2945

---

SELL, BUY OR SWAP Have Mferaft, 4-man, current certification — $1000; new Hood main 30x1014 — $250. Sell or Swap NEED: Charts, (So. Pac., Carib, Medit.) dinghy, Evinrude, Johnson 2 hp ob., Honda generator, diving gear, dodger, ham gear, etc. Hurry — Jim 886-7151

‘79 FANTASIA 35 Future world cruiser, luxery liveaboard. Cutter, LeFiell spar, spinnaker, customized throughout, full aft cabin, RDF, VHF, fathometer, Avon, Seagull, microwave, full dodger, AC engine, refrig., propane, stereo .. . plus Barbara/Lee (415) 331-2802 $89,000

classy classified You can get your classy classified started by sending your check for $10 ($20 for businesses) along with your 40 wonderful words to: latitude 38, p.o. box 1678, sausalito, ca. 94965. The deadline is the 22nd of the month and we cannot hill unn — it just wouldn't be classy if we did. And remember to include your phone’s^ area code to ensure full classy coverage. M

PARTNERSHIP Own one-third of a sleek, 40’, $100,000 sailboat. Investment value, includes financing, Monterey Bay berth, insurance, maintenance. Compare with Cost of sole ownership. $10,000 down, $350/month. Particulars (408) 722-5564, 899-4991, Mr. Cook

Bay Sailing Seminars Bay & Ocean Racing

/ j

$50 per person for a full day of sailing.

/ \

Lowest Charter Rates to Qualified

suoinejharters y

. (415) 865-4447

SAILING SCHOOL. 2415 Mariner Square Alameda, California 94501

COMPASS ADJUSTORS

Douglas Wilde L D

McCroskey Phone 332-7989

FORMOSA 41 F/G ketch, 1973, 80 hp Ford Lehman dsl., inside steering sta¬ tion, RDF, fathometer, knotmeter, distance log, anemometer, relative wind indicator, H&C water, shower, liveaboard berth —’ Owner leaving country, priced for quick sale at $59,000. (415) 459-2100

MOORE 24 MID-WINTERS!! One-Design Starts for Corinthian, Metropolitan,

CAL 39 FOR SALE 1979 Cal 39 MKII, one owner, like new, commissioned 7/79. Loaded, must sacrifice, bought another boat. Compare with price of a new boat! $95,000/or offer. Would you believe creative financing to boot?! (408) 899-4991, 624-8941.

& Golden Gate

Pt. Bonita Yacht Sales, Inc. (415) 332-1130

LEARN COASTAL SAILING 45 s&iling ketch “Adventure”, wants 6 sincere beginners or ad¬ vanced sailors to spend 2 intensive learning days & nights practicing offshore skills, ship handling, piloting, etc. December/January reservations offered for an unforgettable cruising weekend. (415)421-8389(415)332-4879

SANTANA 22 SPINNAKER % oz., excellent condition. Call evenings 530-4502

26’ ARIEL SLOOP Kid sister to the Pearson Triton. Cruise or race, active class, can be easily sailed singlehanded; VHF radio, club jib & 150 genoa, 7.5 Honda motor, lifelines with pulpits, berth available. $12,500. (415) 841-6962

ERICSON 27 Reginal Champ 1980, Pineapple sails, inboard, tiller, 5 winches, 3 headsails, spinnaker, much more, ready for race or cruise. $22,800. Call Glen 865-5733 — 351-5469.

Frank E. Bilek FOR SALE

INSURANCE AND BUYERS SURVEYS

Cal-20, racing rigged, 2 each main, jib, spinnaker; Johnson 4 outboard, anchor & rode, running lights, compass, very good condition. $6,000. Call (415) 234-7171

Certified by the National Association of Marine Surveyors

BAY

POWER

DELTA

(415) 232-7638 before 9:30 a.m.

SAIL

HOUSE WITH DEEP WATER DOCK FOR RENT

CLASSIC 1949 SHEARWATER

on the Napa River; Bay access. 2 bedrooms, fireplace, washer & dryer, good storage space, large porch. Peaceful atmos¬ phere. $460/month. Lease and references required. Avail. Nov. (707) 252-4442 (early morn best)

1st design catamaran. All mahogany, sitka spruce spars, polished brass hardware, completely restored in showroom, cond. Custom-built trailer. LOA: 16’6”, Beam: 7’8”, Main: 160 sq. ft. Must see to appreciate — 10K or best offer. (415) 793-2085 between 6-9 pm

MARINE SURVEYOR

APPRAISER

JACK MACKINNON Call anytime

(415)276-4351

HAWKFARM 28 Wylie one-design launched 1/79. Renault dsl., Martec, headfoil 11, 5 DeWitt sails, 56 ch. VHF, Ritchie compass, Space Age fatho, Signet knotmeter, 2 batteries & ground tackle. Exquisite condition. $25,500/offer. (408)475-2261 j>

_ \^7

1930 40’ STEVENS CABIN CRUISER Sadly must part with after much labor. Beautiful “Sunny” had some hard knocks but is rising again to original grandeur. Floating with dry bilge, icebreaker hardwood bow, needs ' engine & cabin work. $10,000 (415)332-1680

LOWER RATES FOR 1980

fr'UfifSS

MARINE INSURANCE

LDICKERSON & ASSOCS. Insurance Brokers

341-2674 iiaB Mjj&fl

OWL HARBOR located on a protected slough in the Delta has modern all-steel docks avail, for boats to 50’ & 9’ draugh. Owl Harbor features high security, no wave buildup, no wave wash. $2/ft./mo. Call (916) 777-6055 or 777-5222.

Clear, penetrating epoxy sealer for wood or ferro-cement $28/2 gal. kit. Linear polyurethane paints — all the colors of the rain¬ bow $32/2 gal. kit. Antifouling paints — both in tin & copper types, from $25 to $80/gal. Polysulfide rubber, 2-component sealants for caulking, bedding $24/gal.; epoxy adhesives $42/2 gal kit. Flotation foam $34/2 gal. kit. Technical manual, “How to finish Your Ferrocement Boat”, avail. $5, refundable w/first $50 order. We also have a laminating resin superior to the West Sys em

SMITH

& CO.

1220 South 49th St., Richmond, CA 94804 (415) 237-5986

PATHFINDER SELF-STEERING VANES n| 'JO. r~T~i

"Successfully Used For Years"

fed

Cali Bill Paulson: 453-8722 454-9285 Western Sales Mfg. Co., San Rafael, Ca.

-TjL.

j / / >

Specializing — Marine Insurance, Yacht Clubs, Marinas, Shipbuilder’s Liability, Cruisers, Sails, Yachts, Houseboats. 25 YEARS EXPERIENCE

1941 O’Farrell Street, San Mateo Recently named as Broker of the Insurance Dept. for 'Richardson Bay Yacht Sales, Clipper Yacht Harbor, Saushlito, CA — Phone (415) 332-3855

16’ WINDMILL Hull is white & made of fiberglass over lA” marine plywood. Top surface seats & transom are mahogany. Spars are sitka spruce. Main: 85 sq. ft., Jib: 34 sq. ft., Beam: 4’8”. Excellent cond. w/trailer. 2K or best offer. (415) 793-2085 between 6-9 pm.

TRITON Top cond., one of the best equipped & maintained Tritons on S.F. Bay. Hull no. 326 (Sausalito built). Competitive Class boat. Asking $17,500. For information call: Nights & Weekends 525-2598 or 339-1876

EXPERT MARINE REPAIRS AT REASONABLE RATES All aspects of wooden boat restoration & preservation w/attention paid to ease of maintenance & permanent cure of pro¬ blems due to structural failure, worm damage, fungus infesta¬ tion. Electrical & mechanical. Meticulous craftsmanship. (415) 332-9100 ext. Chris — Peter

COLUMBIA 22 ASSOCIATION Interested in racing or cruising your Columbia 22 w/other boats of the same class? We are a new Columbia 22 Assoc, that is growing rapidly. Why not join us for Mid-Winter & summer class racing as well as cruising ac¬ tivities. Technical info &. assistance avail. Contact: Wallace Murray 386-5193; Pete Post 881-1682

1977 ERICSON 27 3 sails (main, 80%, 120%), jiffy reefing, VP 10 hp dsl., 2 bat¬ teries, wheel, pedastal compass, knotmeter, depthsounder, 12 channel VHF, Danforth Type 1 head, $26,000. Days (408) 743-6197, eves (408) 296-4302.

HANS CHRISTIAN 34 FOOT CUTTER WANTED Puffer sailing dinghy or similar type, windlass, 35 lb. CQR, an¬ chor chain 3/8”. (415)459-1248

CATALINA 22 Fixed keel, 1975, model sloop rigged. New 7.5 hp ob, excellent sailing, sturdy bay boat, head & galley. Asking $5,400. (707) 252-8329

NEW 39’ CLASSIC INGRID KETCH Cutter rigged, double-ended. All wood, Egypitian cotton sails, 55 hp gas engine. $55,000 firm. Call Jim (408) 296-2330 eves or weekends. Good Financing.

“Tiago” For Sale — Fully equipped blue water cruising yacht. LOA-40’6”; LOD-34’0”; LWL-29’0”; Beam-11’O"; Draft-5’6”; Displ.-19,600 lbs; Ballast-7,200 lbs.; S.A.-767 sq. ft.; Aux.-dsl. -Farymann S 30M; Fuel-50 gal.; Water-108 gal.; Designer-Robert Perry. AIT teak cockpit/bulwarks. Beautiful, hand-varnished teak interior w/teak-holly cabin sole, spruce mast, dbl. worm gear steering, 6 sails, 2 CQR’s, 2 Danforth anchors, 300-ft. chain, 300-ft. nylonsrode, bronze windlass, Auto-helm self¬ steering, depth., 55 chnl. VHF, survival equip. & much much more. Must see to appreciate — $74,000. Liveaboard berth avail. Contact: Steve or Gaye Sproul, (415) 454-7752.

l§p|lL READY OUTBOARD SHOP ] W. Zr-J j

245 Gate Five Road, Sausalito NEW AND USED MOTORS Inflatable Dinghies and Tenders

(415)332-5233

TEAK LUMBER/PLYWOOD Top quality, dried, comprehensive stock. B. AXELROD & COMPANY 201 Florida Street, San Francisco, CA 94103 By appointment only. (415) 626-4949

9-5

Tuesday-Saturday

CLASSIC GAFF

22’ SHOCK (MADE BY SANTANA)

31’ cutter rigged ketch, hard chined, double-ender, gaff main & gaff mizzen, Volvo dsl., VHF, depthfinder. Exc. cond. & fun to race. Race exp. Master Mariner & Club Regattas. $13,900. (415) 234-7347

Blue book value much higher than a Santana. All fiberglass, 5 sails incl. spinnaker. Perfect engine, roller reefing, trailer, sleeps 4, table & sink. Asking $5,000. (415) 383-8581 after 6 pm or leave message 332-9100, Lonna V

YFC ELLIOT 6-MAN LIFERAFT

RANGER 26

with full Sig-ll survival pack. $2,000 or best offer. (415) 964-3200 x3430 or (408) 297-4253. Ask for Gary Adams.

Excellent condition bottom painted Sept. 1980. VHF, upwind Berkeley berth. $14,900. Fran — days (415) 939-3000, ex. 20407, eves. (408) 268-7280.

SAIL IN HAWAII!

VENTURE 21

Topaz charters, 54’ classic cutter operating out of Lahaina, Maui. For more information call (415) 332-9593 days

Mint condition with almost new Mercury 7.5 elet. start & trailer. $3950 firm. 892-1311

SPINNAKER SAILING & RIGGING Now Offering a Full Service Boat Maintenance Program. Our Specialities — Standing & Running Rigging, Installations, Full Service Engine Maintenance, Interior & Exterior'Brightwork, Woodwork. Satisfaction Guaranteed. PETE’S HARBOR in Redwood City — 363-1390

RODNEY MORGAN

BOATWRIGHT

Electronics — Woodwork Cruising — Racing Preparations (415) 282-3892

Rigging Specialties Halyards, Splicing Surveys

NEO-LIFE DEHYDRATED FOODS

FOR SALE: UNIVERSAL ATOMIC 4

Superior quality, balanced diet, convenient no. 2V2 tins for easy storage aboard. Ease the galley job or for emergency use. Catalog, prices, information -on preparing call (415) 582-0670 or write Neva Cochrane, 3094 Horseshoe Ct., Hayward, CA 94541

Gd. running cond., mooring, Pillar Point Harbor, up to 35’ boat, all required tackle approved by Harbormaster; used mainsail, luff 28’, foot 10’, double reef. Interested? Call Nick (415) 367-1078 days, (415) 344-3882 eves.

BOB TEFFT CRUISIFIG

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

20’Cal, race equipped.$ 3,500 22’Columbia, clean. 5,000 24’ Cal T-4, well-equipped w/berth. 9,500 24’ Gladiator sloop. . 8^000 26’ 26’ Barney Nichols wood sloop, i.b. 7,000 26’ Diesel yawl, classic wood.try 24,500 26’ F & S, wood.ask 19^000 27’ Nor’Sea cutter, cruised Mex. & Hawaii. 39,500 28’ P-28, a little beauty.17,000 28’ New Zealand f/g H-28, dsl., refrig.36^000 29’ Northstar 1000, S&S, Canadian. 25,000 29’ Columbia 29 Mark I. 22,000 30’ Golden Gate 30, full equip. 48,000 30’ Danish Pilot sloop, dsl. 23,500 32’ Danish Pilot sloop, diesel. 23,500 34’Cal MKIII. 55,000 37’ Ferro cement ketch, cruised Hawaii.. 35,000 *39’ New Zealand f/g Cavalier 39, new. 89,000 40’ Cheoy Lee Trawler. 75,000 40’ Aux. cutter, a real tradition. 68,000 41’ S&S yawl, a beauty in wood. 69,500 48’ Alden Cutter, cruise equip. 69,000 53’ Steel ketch, Atlantic vet. 120,000 55’ Meese custom ketch.150,000 55’Wood ketch.197,000 59’ New Zealand f/g ketch, new.295,000

28Z9BRfDQEWW,SUrre. 201,S9USaUTO.cn 9496)

32’ 34’ 37’ 38’ 40’ 40’ 41’ 42’ 43’ 44’ 45’ 46’ 46’ 47’ 48’ 49’ 55’ 55’ 58’ 60’

SELECTED LISTINGS Atkin double-ended teak cutter, ‘78, quality wood boat.$45,000 Angelman Sea Spirit ketch, ‘66, clean, good character.46,500 Garden aft-cabin F/G ketch, 1975, nicely done. .. ..67,500 Alajuela cutter, 1977, Aries vane, cruise equipped.93,500 Linderman aft-cabin sloop, 1969, 15,000 mi. last year.65,000 Custom Kauri double-ended ketch, years supply food aboard.65,000 Alden cutter motorsailer, 1958, GM 4-51, radar, strong.68,000 Alden “Off Soundings” cutter, 1940, in good condition.49,000 Brewer ketch, 1973, very spacious and beautiful.110,000 Alden aft cabin ketch motorsailer, 1974, try a trade.159,950 William Hand schooner, recently returned from a cruise.65,000 Rhodes Custom sloop, 1957, excellent sailer, very nice.82,500 Norwegian type ketch, heavy, strong and spacious.65,000 Luders/Cheoy Lee ketch, 1973, tri-cabin, clean.135,000 Parker/Moody sloop, 1957, quality English boat. 90,000 Robert Clark cutter, 1964, the very finest quality.100,000 Chapelle schooner, 1960, great sailer, beautiful.195,000 Schock ketch, well known cruiser, immaculate, unusual.197,500 Alden schooner, well maintained, legally charter 39.90,000 Traditional English gaff sloop, completely restored.225,000 SPECIALIZING IN OFFSHORE CRUISING BOATS — Over 100 listings Particulars are believed to be correct but are not guaranteed; subject to price change, prior sale or withdraw! without notice.

[gun cove YacHT sana

PETER JONES YACHT BROKERAGE (415) 386-5870

(415) 261-0600 (707) 552-4206

BUYERS: If you’re looking for a boat & don’t see it listed here, or if you don’t know exactly

2020 Glen Cove Road Vallejo, CA 94590

which boat among the many alternatives will satisfy your sailing needs, please call. My listings change constantly, & I may have some suggestions if you haven’t decided on a specific boat. SAIL 41’ C.T. 1972 Garden design ketch. Perkins dsl., autopilot, windvane, freezer, 3 KW gen.

$78,000 40’ TRINTELLA. 1972 aft cabin ctr. ckpt. cruis’g. ketch. Perkins 4-236, elecs. & other ADF, Avon & more.

systems too numerous to list. Efficient European design built to highest standards w/berth in S.F. W. harbor.

Inquire

35’ PEARSON. 1969 Bill Shaw; clean, well organized cruis’g boat w/dsl., extras 33' C&C. ‘77, little used, well-equipped racer-cruiser w/self-tailing Barients & spin. 34’ TARTAN. ‘74, S&S keel, ctrbrd. design w/auto., windlass, VHF, fatho., more. 33’ PEARSON VANGUARD. Full keel, Rhodes design w/S.F. berth 32’ LAPWORTH SLOOP. 1961, strip planked mahogany on oak by Eason. New

$54,000 $45,000 $41,000 $33,500

deck up, 8 bags of sail, exc. cond., Sausalito berth.

rig from Inquire

32’ ATKIN THISTLE. Well built ferrocement dbl.-ender w/Sabb dsl., tender, vane. $28,000 30’ ALBERG ODESSEY masthead sip. Strong, well-thought out cruiser w/ample gear & elecs. $34,000 30’ DUTCH SLOOP. 1959, mahogany on oak, exc. cond., berth in S.F. W. harbor. $21,000 30’ S&S SLOOP by North Star. Whl. steering, good equip., little used $25,000 30’ DUFOUR ARPEGE. ‘69, cruise ready, fast; dodger, many sails, dsl. pwr., elecs. $34,500 27’ CAL. With S.F. berth $18,000 26’RANGER. Very clean w/genoa& spinnaker. $14,500 25’ O’DAY. Clean, trailerable sloop w/Honda o.b., 3 sails, & Sausalito berth $13,500 25’ ERICSON 25 PLUS. VHF, log, knotmeter, Honda o.b. & extras $22,950 25’ FRISCO FLYER by Cheoy Lee. Masthead rig, .Sausalito berth $13,000 23’ ERICSON. 1971. Recent L.P. job, Honda o.b.* Berkeley slip & locker. $7,000 POWER

43’ GULFSTAR MARK II. 1976 mdl. w/twin Perkins dsls., custom after cabin, many elec¬ tronics incl’g. radar. Like new cond. w/berth in S.F. W. harbor.

Inquire

34’ FAIRLINER FLYING BRIDGE SPORTFISHER. A potential bargain. 2 boat owner, very anxious to sell, is interested in any offer — w/help finance, in gd. cond.

Offer

30’ WILLARD-VEGA TRAWLER. ‘74, Perkins dsl., 7’ tender. Comfy displ. cruiser $37,500 SELLERS: If you own any well-built boat in good condition & want an honest & capable per¬ son to represent you during the problems of negotiation, financing, sea trial, survey, title transfer, insurance, property tax proration & the inevitable bizzare Snafu, please call and list your boat.

page 125

Dealer for the Eldredge McGinnis EASTWARD HO 24' & 31', U.S. built, full keel, offshore boats. Stages from $10,000 to $49,995 FOB. By special order only — Brochure on request. 22' 23' 24' 27' 27' 30' 30' 30' 31' 32' 35' 36' 36' 38'

RANGER, like new. .$ 8,350 RANGER, anxious owner.11,000 CAL, fast racer/cruiser. 5,700 TARTAN, capable full keel sloop, new engine.18,500 O'DAY, very well equipped, Atomic 4.25,000 HERRESHOFF SLOOP, teak hull, dsl.29,500 ISLANDER, full keel cruiser.21,950 COLUMBIA, tall rig, lots of room.26,900 BOMBAY PILOTHOUSE, m.s., dsl. .46,500 BRISTOL, full keel dsl. sloop.37,500 SPENCER, wood, full keel, dsl., 'Whisper's Mother'.27,000 PEARSON, strong, fast w/dsl...56,000 HERRESHOFF NERIA KETCH, classic, dsl.61,900 DOWNEASTER CUTTER, U.S. built, dsl.70,000

39' 40' 40' 4T

ATKINS INGRID, custom glass, very good terms avail.119,000 RHODES BOUNTY II, heavy fg, full keel, new dsl.35,000 OWENS CUTTER, fast, full keel wood cruiser.30,000 GULFSTAR, aft cab., seriods buyers only.110,000

43' COLUMBIA, lots of gear, dsl., like new.72,500 44' ISLANDER, fast, strong, dsl.79,500 44' GULFSTAR KETCH, aft cabin, dsl., Onan, MS. .97,500 45' EXPLORER KETCH, aft-cabin, like new.94,000 50' CONTESSA SLOOP, recent wood construction.OFFER 50' LESTER STONE, classic diesel yawl.58,000 60' HERRESHOFF KETCH, classic yacht in f/g.235,000

Dealers for: Farr 24’ & 30’ FORMOSA

SKIPPERS

Yacht Sales

WE HAVE ONE OF THE LARGEST INVENTORIES IN THE BAY AREA Select Brokerage Listings 17' MONTGOMERY.$ 6,000 20’ NEWPORT.4,800 20' BAY LADY.3,450 20’ PETERSON MERMAID.4,000 20’ CAL.6,000 21' VICTORY. . ..2,500 22'6" RANGER.9,900 22’ TANZER.9,000 22' CHRYSLER.6,875 22' BRISTOL.7,400 22' AMERICAN.7,800 22' COLUMBIA.5,500 23' NEWPORT VENTURE.2 from 5,900 23’ BEAR BOAT.2 from 3,800 23’ BEAR BOAT.7,850 23' CLIPPER MARINE.......5,900 24’ COLUMBIA CHALLENGER.2 from 6,500 24' CAL.4,500 24' BRISTOL (Corsair).12,500 24' COLUMBIA CONTENDER.4,000 24' ISLANDER.6,000 247'' SANTANA 25’ V* TON.13,900 24’ SAN JUAN MKII.17,000 25' O’DAY. 16,750 25’ TRIMARAN.4,500 25’ PETERSON 2-25.20,000 25’ BARNEY NICHOLS.11,500 25’ ERICSON.. 22,950 25’ REINELL.8,300 25' NORDIC FOLKBOAT.7,200 25' LANCER.13,500 25’ MERIDIAN.12,500 25’ CORONADO.8,900 26’ S-2 . 25,000 26’ CLIPPER MARINE.7,200 26' CORONADO.2 from 12,500 26’ COLUMBIA Mil.2 from 10,500 25’ NORDIC FOLKBOAT.6,800 26' INTERNATIONAL FOLKBOAT.15,500 27’ C&C.29,900 27' SANTANA.L 16,000 27’ CATALINA. 24,500 27' CORONADO.2 from 11,500 27' ERICSON. 27,000 27’ VEGA.25,500 27’ HANNA GULFWEED.6,000 28’ COLUMBIA 8.7.2 from 33,500 28' NICHOLS BUCCANEER.10,500 28’ KINGS CRUISER.3 from 7,500 28' TAI-PAN.28,000 29’ C&C.39,900 29' ERICSON. 26,500

29' COLUMBIA MKII.19,500 30’ ISLANDER. 23,500 30’ PACIFIC.14,000 30’ ODYSSEY YAWL.27,500 30’ CLIPPER MARINE.15,000 30’ ERICSON.2 from 22,500 30’ HURRICANE.11,200 30’ RAWSON PILOTHOUSE.56,000 31’ GOLDEN HIND.35,000 31’ AFT CABIN.35,900 32' ERICSON.\. 36,900 32’ ISLANDER. 51,000 32’ CHALLENGER.47,000 32’ PEARSON.59,500 33’ NOR WEST.56,500 33’ FJORDPLAST.%.65,000 33’ MORGAN Ol.45,000 34’ TRUE NORTH.75,000 35' FORMOSA. 52,000 35’ LIFE BOAT KETCH.Offer 37’ WESTER PACIFIC (Rafiki).78,500 37’ FAREAST GARDEN.'.52,000 37’ O’DAY.60,500 38’ ALAJUELA.91,000 38' FARALLONE CLIPPER.50,000 387" COLUMBIA.59,995 40’ CHALLENGER ..89,000 41‘ MORGAN. 97,000 41’ BENNETT.47,500 41’ CT. 75,000 41’ FORMOSA. 78,000 43’ WESTSAIL. 120,000 44’ HARDIN BOUNTY.110,000 44’ PETERSON.115,000 45' COLUMBIA.82,250 45' FRANZ MAAS.110,000 50’ PEREGRINE.220,000 51’ FORMOSA. 156,500 52’ CHINESE JUNK.89,500 52’8” PASSAT KETCH.120,000 60’ BURGER (Rhodes).250,000 61’ ANA MARIA. 225,000 61’ COLIN ARCHER.95,000

ANA MARIA — 60’ Classic English Gaff Rigged Cutter. Bristol condi¬ tion. AT OUR DOCKS. $225,000

NEW 35’ FORMOSA KETCH — Volvo Dsl., Shower, Lots of Teak & Brass AT OUR SALES DOCK. .$52,000

NEW 34’v AFT CABIN FORMOSA SLOOP — Volvo dsl., Walk-through to aft cabin! Lots of teak. AT OUR SALES DOCK.

FORMOSA KETCH, 1977 — Ford Lehaman Dsl., full elec., incl. radar, 2 Lectra San, 2 showers, kero, stove, 2 freezers, full sails. South Sea Veteran. Try $156,500.

BANK FINANCING AVAILABLE/BERTHS AVAILABLE FOR ALL BOATS

1535 Buena Vista Ave., Alameda No. 12 Marina Blvd^ Pittsburg

(415) 522-6500 (415) 432-8722

SAIL - SELECTED LISTINGS 20’ CAL. 22' COLUMBIA 22' SANTANA

10.000*

23' ERICSON

35' ERICSON — Swift, luxurious performance cruiser/racer In beautiful condition. AT OUR DOCKS — $49,000.

. 8,000 *

23' KELS COASTER 23’ BEAR

7,700 3 from 6,400 *

24' GLADIATOR

8,000

24' COL. CHALLENGER

.6,500

24' NORTHSTAR

2 from 17,000

24' SAN JUAN

16.667

24' NIGHTINGALE

12.900

24' CAL T/4. 24' PACIFIC

OFFER ?

25’ KILLER WHALE.

13.000

25' PETERSON

16,000

25' CORONADO

8,400

25' MERIDIAN

12,500

25' JR CLIPPER 26' THUNDERBIRD

OFFER . OFFER

26' PEARSON COMMANDER

13,500*

26' S 2

. 25,000

26' EXCALIBUR

.9,700

26' COLUMBIA

2 from 12,500*

27' CHEOY LEE O/S.

24,000

27' CAL

18,000*

27' BRISTOL.

18,000

27’ SANTA CRUZ

18,900

28’ TAI PAN (CHEOY)

26,000

28’ WYLIE

27,000

29’ ERICSON 29’ MORGAN OUTISLAND

26.500

30' HERRESHOFF BERMUDA

29,500 15,000

30’ SCAMPI

. 30,000 *

30' CAL 3/30.

41,800

30' PETERSON-

36,000

30' BURNS % TON 30' HURRICANE

39,500 17,000 3 from 7.700

30' KNARR

2 from 12,500

30' PACIFIC

OFFER

31' AUXILIARY CUTTER

39,500

32' MOTORSAILER 32' 5.5 METER BOAT

7,250 . 42,500

33' CAL

59,000

33’ MOTORSAILER 35' ERICSON 35' PEARSON

49,000 .59.000 39,000

35’ ALBERG 35' GARDEN KETCH

45,000 *

36' HERRESHOFF K.

61,000/OFFER 2 from 64,900

36’ FARR ONE TON

67,500

37' SEABIRD KETCH

.59,900

37' RANGER

78,500

37' RAFIKI-CUTTER 38' ALAJUELA

. 94,000 42,000*

38' FARALLONE CLIPPER

67,500

40’ CHEOY LEE O S

85.000

40’ GARDEN KETCH 41' MORGAN

. 105,000

43' METER (sisier— Yucca)

page 127

29,500

43’ SWAN

139,000

44' PETERSON

110,000

45' STEEL YAWL

110,000

47' STEEL KETCH

Paul Kaplan, Christine Kaplan, Mary Jo Fbpte

35’ GARDEN KETCH — Warm mahogany in¬ terior with all the comforts; diesel, dinghy, S.F. berth included. Asking $45,000.

30,000

36’ L-36

BRISTOL 27 — Inboard, exceptionally wellequipped, Hawaii veteran. Seller Motivated — Asking $18,000.

SANTA CRUZ 27 — Race ready, Bill Lee design, exc. condition. $18,900. AT OUR DOCKS.

.22,000

30' BIRD

ERICSON 29 — Loaded with gear including autopilot, very clean, self tacking jib, spin¬ naker. etc. Asking $26,500. AT OUR DOCKS.

RANGER 37 — Extremely well-equipped, in im¬ peccable condition, very successful racer. Asking $59,900.

11,900

DOLPHIN

25' C&C.

CAL 33 — Veteran of numerous Coastal and Transpacific voyages. Comfortable cruiser & competitive racer, too much gear to list. Ask¬ ing $42,500. At our docks.

5,600

2 from 5.000

95,000

50' OFFSHORE SLOOP

220,000

55' STEWART KETCH

170,000

57’ SEA LION #1

150,000

149,000 65' MOTORSAILER * Boat includes San Francisco Berth

AT OUR DOCKS!

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

PETERSON 44 — Ideal liveaboard w/aft cabin, very well set-up for cruising with many custom features. Seller Anxious — Asking $110,000.

Hank Easom, Eric Leiske & Rolio D. Dog

meissner winches Durability: Don’t take it for granted. With winches, durability is almost always taken for granted, but it 'shouldn’t be. That’s because when a winch wears out, it wears out gradually. Rarely will you see it break or feel it stop working; it just becomes harder and harder to bring in the same sail, and it happens so gradually you might not notice it for quite awhile. But on grueling long-distance races like the South Atlantic Race (from Capetown to Punta del Este, Uruguay), the durability of the winches is very important. That’s why Bobby Bongers discarded all the old win¬ ches and replaced them with Meissners on his fast one-tonner Assegai (named Weet-Bix for the race), before winning the 4,619-mile race in 1979. The conditions were obviously rugged, because sho averaged 7.1 knots, only 0.1 knot below her theoretical hull speed. So if your crew is grinding in the jib or tightening the halyard slower than you’d like, it’s time to take a good look at your old winches, and consider replacing them with Meissners.

You can take the durability of Meissner winches for granted.

Assegai (then Weet-Bix), winner of the 1979 South Atlantic Race

To find out more reasons why Meissner winches are best for you, con¬ tact us, and we’ll send you a complete brochure and the location of your nearest dealer.

U.S. Distributor:

meissner international bv THE STANDARD BEARER™

International Marine Hardware Star Route 21 Woodside, California 94062 (415) 851-3060