Latitude 38 January 1981 by Latitude 38 Media, LLC

RAFIKI 37 ... A Yacht That Doesn’t Need Changing.

Available for Spring Delivery

FOR SALE:

C&C 40

★ Our last in stock C&C yacht. ★ A previous sale fell through, so grab this beauty! Loaded, including Barient 32/3 speed self-tailing primaries; other self-tailers; hydraulic backstay; full electronics; refrigeration; dodger; custom deck plan; 5 sails (North); Add a Chute and Win some Silver!

USA VE THOUSANDS!! CHARTER/LEASEBACKS ... IF YOU PREFER: 1.

NEW J-24 — No sails/engine:

$12,950

USED J-24 — Complete

$13,950 ea.

USED C&C 24 — Complete

$13,250 ea.

New boat dealer for Rafiki 35, 37 Hinterhoeller, Nonsuch 26, 30. 1815 Clement Avenue Alameda, CA 94501 (415) 521-7200

..Yacht House

SWEDE TEMPTATION Jim Walton and his family are a sailing family and they spend a lot of time with their boats. As the Walton boys grew’past the 6’ mark, the 5’8” berths on the 33’ Karate just didn’t make it anymore. It was a real dilemma. The Waltons unanimously used this situation as an excuse to get a bigger — and faster — boat. And they got Temptress, a Swede 55. They didn’t really race much; they just sailed all over and loved every minute of it. But with a unique and elegant boat like the Swede, you just can’t help getting the urge to pit yourself against some other sailors. You’ve just got to race once in a while, right? Right! And then when you do go race, make it count. So Jim and the family did exactly that. Temptress won three consecutive YRA season championships as well as the 1980 Nimitz Regatta. Richards and van Heeckeren is proud to be the sailmaker for Temptress. Thanks, Jim. •

★ Temptress

Stocking Dealers for: Headfoil 2 ^ Powered by Pineapples

Richards and van Heeckeren SAIUMKERS AT 123 SECOND STREET; OAKLAND, CALIFORNIA 94607 (415)444-4321 page 3

J/30 ... SOMEONE HAD TO DO IT RIGHT!

% Ti

The first production boat, Warwhoop, survived 1,000 miles of hard sailing in one of the roughest SORC’s on record without a single breakdown and with a third and fourth in fleet overall in two of the six races. J/30 has more liveable cruising space and features than many 40-footers: 6 large berths, standing headroom, 15 h.p. diesel auxiliary, enclosed head and many storage compartments. J/30 is easier for one or two people to handle than many boats under 30-feet. The 5/6ths rig sails beautifully under main alone. Six winches, grooved headstay and complete genoa and spinnaker gear are standard. J/30 is dry, stiff and fast under sail: 44 seconds per mile faster than a J/24 with a PHRF rating of 130, Thai’s first home in most yacht club races. Superb performance is why J/30 is off to a fast start as an offshore one-design class. You can be fully equipped for under $50,000 with assurance of lasting value derived from J/30’s one-design and cruising capability. You won't find a better sailboat between 30 and 40 feet that has speed, one-design, a superb cruising layout and is easy to handle.

A SUCCESS STORY

Every sailor’s dream is to own a beautiful sailing boat that handles with ease and responds to wind and waves with acceleration and grace. Whether it s sailmakers, Olympic medalists, competing boat salesmen, collegiate All-Ambricans, first time sailors or kids in school, J/24 is a topic of conversation. When all-out racing with the spinnaker in a blow, she’ll “screech” plane at 14-17 knots. YEOWEEE! I! The J/24 points high to windward with speeds up to 6 knots. And, it can do over 5 knots under mainsail alone. The Lloyd’s approved balsa core and fiber¬ glass sandwich construction is rigid and strong. She has the weekend cruising accommodations you need for four. And we don’t think you’ll find four larger, more comfortable berths on any boat. The J/24 is recognized worldwide as THE offshore, one-design class. Rigid construction, weight; hardware and rig controls along with a top notch class organization have led to the formation of nearly 100 fleets in 21 coun¬ tries. San Francisco alone has over 200. The J/24 may be trailered behind a medium sized car, kept in the backyard during the off-season, and dry sailed from the local yacht club’s hoist. The J/24 is unique in that racing is just one of several activities that can be enjoyed. There’s daysailing with the family or friends, short overnight cruises, a picnic raft-up ... whatever creates the most pleasure at the time. So, winning or losing races is not that important a factor in the overall spectrum of J/24 sailing. The boat is just plain fun and easy to sail No matter what the activity.

See Us At The San Francisco Boat Show, Jan. 9-18, Cow Palace Space 1423-1424 NOR CAL: A YACHT FOR EVERYONE’S NEEDS

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

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

Your Ericson. ,

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ERICSON 38 s

Investigate a Perfect Combination. Our Charter Program and a New Ericson Yacht. Multiple Financial Benefits Are Provided in Chartering Your Sailboat

Ideal Boats for Chartering. Are Provided in Ericson Yachts.

• • • • • •

Tax Savings Investment Tax Credit Bonus Depreciation Income Depreciation Maintenance Program

Performance Cruising Yacht Large & Luxurious Interiors Complete Galleys Superior Craftsmanship Finest State-of-the-Art Engineering Yachts Ranging from 25-38 ft.

Come See the Entire Line of Ericson’s and Discuss How You t Can Afford to Own an Ericson. . ■ ;

‘

See Us at the S.F. SPORTS & BOA T SHOW, Jan. 9th-18th at the Cow Palace

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

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

Alike Lampe Yachts Inc. “Is Bullish on Brokerage** ★ We have 15 50-ft. slips available for quality brokerage ★ If your boat is seriously for sale, why not let Mike Lampe Yachts aggressively market your boat for you ★ Are you in the market for a sail or pdwer boat? Many of our customers have assumable low-interest loans ★ We have over 30 new & used boats on display at our new location See our brokerage ad on Page 140

Valiant 40 P.H.

NEW VALIANT PILOTHOUSE 40. At last, a proven ocean cruising hull (identical to the famous Valiant 40) combined with a light, airy, liveable interior with an inside steering sta¬ tion. On Display at Mike Lampe Yachts.

32’ ☆ 37’ Esprit ☆ 40’ ☆ 42’ P.H. ☆ 47’

Dufour35

THE DUFOUR 35 is both powerful and fast, but easily sailed by an average family. She is built strong to withstand even the worst sea conditions and has accomodations of a much larger boat. See us at the S.F. Sports and Boat Show.

1800 ☆ 2800 ☆ 29 ☆ 31 ☆ 4800 ☆ A9000 ☆ 12000GT

O’DAY 34’. Best candidate for new one-design class on San Francisco Bay. If you think you know O’Days, look again! C&C quality at O’Day pricing — best boat O’Day has ever built. $45,900 base sail-away. See us at the S.F. Sports and Boat Show.

25’ ☆ 28’ ☆ 30’ ☆ 34’ ☆ 37

IRWIN 37

IRWIN 37. The best liveaboard value in her class on S.F. Bay. Liveaboard features incl.: 2 baths. 3 staterooms (aft cabin), an icebox and refrig. Below decks is spacious & well-ventilated. The ketch rig offers easy & versatile sail handling. Come by & see why there are over 600 Irwins sailing.

30’ ☆ 34’ ☆ 37’ ☆ 40’ ☆ 42’ ☆ 46’ ☆ 52’ ☆ 65’

WE HAVE FINANCING AVAILABLE

12 3A % FOR 15 YEARS ON ALL NEW BOATS 1155 Embarcadero Cove, Oakland, CA 94606 (415) 835-1134

See Us At The...

CONTENTS

S.F. Sports & Boat Show ... Jan. 9-18 at the Cow Palace, North Hall.

11 19 23 43 55 58 66 75 82 85 88 90 94 100 106 110 115 122 125 126 130

subscriptions letters reader survey loose lips helping hand sightings postmark puntorenas maximum maxi voosh-doom-spa man of steel sonic scrapbook max ebb bad bast at latitude 35 by design — masts moitessier bernard's boat innocents aboard out of my mind up your ebb spirit reversal tri trials \

Freeport 41 Ketch Going Out the Gate COVEP. PHOTO DY: LATITUDE ,38 page 7

SINCE 1885 199 Second Street San Francisco (415) 986-2090 Free Parking, S. W. Corner, 2nd&Howard

★ JANUARY SPECIAL ★ FREE LATITUDE 38

MAXIMUM DISCOUNT! MAXIMUM SAVINGS! MAXIMUM SERVICE! ,

From the way you bought our selected specials of the past year — we’re convinced — we’ve gone FULL DISCOUNT price on everything! You’ll find our prices changed, but NEVER the friendly, ex¬ pert service. Come in and see!

WHERE SAILORS

SAVE

ML\XI Discounts in every Marin Marine Department!

You will find the brands sailors rely on at Marin Marine: Atlantis, Woolrichj Canor Plarex, Speery Topsiders, Danforth, Samson, Barient, Ronstan, Interlux â&#x20AC;&#x201D; and more. Competitively priced.

WHERE SAILORS

SAVE

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

page 9

300 Harbor Drive, Sausalito, Calif. 94965

The US42 is balanced and responsive; modern hull design affords speed and stability on all points of sail. The luxurious cabin offers two private state rooms. In¬ side and outside steering stations let you enjoy com¬ fortable cruising, rain or shine; both featuring ex¬ cellent visibility. Inside Steering Station

L.O.A.41’6” Beam .14’

Displacement. 24,000 lbs. Ballast.10,500 lbs.

[^Sailboat Shop] 2639 Blandihg Ave., Alameda, CA 94501 (415) 521-5900

21 TW

HIGH

SUBSCRIPTIONS

I WANT IT! □ Enclosed is $ 10.00 for one year Third Class Postage (Delivery 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.)

NAME

ADDRESS

SPORT GLASSES FOR

MATES

CITY

AND

MASTERS ' ZIP

latitude

BAUSCH & LOMB RAY BANS GIVENCHY SPORT CHRISTIAN DIOR RIVE GAUCHE ^ PLAYBOY OPTYL n PHOTO CHROMIC POLAROID

Vt OFF UNTIL MAR. 31, 81 Editor & Publisher — Richard Spindler Co-Publisher — Kathleen McCarthy Advertising — Jaime Muniz

UPON PRESENTATION OF THIS AD NON ONLY

Production — Terri Wilder P.O. Box 1678, Sausalito, CA 94965

JENKEL DAVIDSON

(415) 332-6706

OPTICAL COMPANY

‘the northern California sailing sheet’ page I I

OFFICES THROUGHOUT NO. CALIF.

BLUE BAHIA BOAT WORKS OUR FACILITIES INCLUDE: 90-ft. concrete runway with 100-ton capabilities. 60-Ton Marine Lift with 20-ft. beam capacity. Hydraulic Crane for engine & mast removal. 600-ft. Deepwater Docks. 4 Acres of Yard w/Compressed Air & Water, 110/220 volt Outlet Single or Three Phase.

A Division of Lopaka Corporation

530 West Cutting Blvd., Richmond, CA 94804 (415) 233-0804 «

BLUE BAHIA BOAT YARD Offers the Following Services: W<5od & Steel Boat Building Facilities. Fiberglass, Wood, Steel and Concrete Boat Repairs. Complete Metal Fabrication Shop. Heli-Arc Wire Machines Stick Rod Acetelyne Plastic Welding Equipment Engine Repair Shop. Dry and Wet Sandblasting. Spray Painting Boat Refinishing. High Pressure Bottom Wash.

F.E.D.C.O. Fisheries Engineering Development Company

FEDCO is the boatbuilding division of Blue Bahia and is in the fore front of Research and Development in the Commericial Fishing Industry. The 47’ motorsailer is available in either commerical or pleasure yacht configuration. A 67’ version of the same motorsailer-fishing vessel concept is currently being finished at Blue Bahia right now. She is available for your inspection. Please call for more information.

Blue Bahia Boat Yard has 65-70’ liveaboard berths available. Call for details. GENERAL DATA L.O.A.

47'4”

Beam

14’ 10”

Draft

8’0”

Sail Area

l,045sq. ft.

Ballast

20,000 lbs.

Displacement

60,000lbs.

Fuel

1,230 gals.

Water

400gals.

We also have 3 power boats in the 20-25’ range we need to sell. They are yard repos and will go cheap. Call for details.

SPECIAL FOR THE MONTH’S OF NOV., DEC. & JAN. — 20% OFF ONHAULOUTS

YOU ARE

INVITED

We'd like to show you DEWITT SAILS' new expanded sail loft. \

Thanks to an ever widening group of happy DeWitt Sails customers, we've expanded and remodeled our Brick¬ yard Cove loft. This means DeWitt Sails can now offer you even faster service. You'll spend less time waiting for your new sails and more time winning races or out cruising with them.

And talk about convenience! DeWitt Sails is easy to reach by land,or water. We're only ten minutes by car from San Rafael or Larkspur in Marin, twenty minutes from the Oakland Bay Bridge, and less than half an hour from Vallejo and the Delta. We have our own dock in the same harbor as the Richmond Yacht Club—an easy reach from almost anywhere on the Bay.

DON'T FORGET-WE'RE OPEN SATURDAYS (8-2). WE'D LIKE TO SEE YOU, SO COME ON OVER!

DeWitt Sails

1230 Brickyard Coye Road

Pt. Richmond, CA 94801

(415) 234-4334 or 234-8192

Santa Cruz Yachts SANTANA 23’ 35’ 39’

in in in

NEWPORT stock stock stock

27’ 28’ 30’ 41’

in in in 9

stock stock stock

MONTEREY BATS BOATING HEADQUARTERS Selected Brokerage 23’ Ranger.$13,000 24’ Pacific Dolphin.14,900 25 Cal... 10,400 26’ Pearson...11,000 27’ Santa Cruz.22,000

29’ 30’ 33’ 35’ 36’

Ranger .. 28 900 Newport. 36,800 Santa Cruz.v.56 000 Ericson.46 600 Cal.48^500

janta^ruz Yacht Harbor, 480 Lake Avenue, Santa Cruz, California 95062

(408) 475-5280

HANSA 33 This beautiful blue water cruiser is the smallest of the Hahs 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 you’re 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.

Partial List of Brokerage Yachts Sam Brooks —Yacht Broker

SAIL 21'Wilderness 4^ 23' Ranger 25' Fox 25' Coronado 27 Ericson (Race Rigged) 27' Sun 27' Morgan 27' O’Day Diesel

• Fox • B/J

$ 14,500 $ 9,500 $ 19,950 $ 8,900 $ 25,500 $ 24,950 $ 24,500 $ 19,950

28' 30' 30' 30' 32' 32' 34' 34'

Irwin $ Yankee $ Wilderness Race Rigged $ Cape Dory Ketch $ Coronado $ Islander $ Cal 334 $ Hans Christian $

18,900 30,000 47,900 38,500 29,995 51,995 51,000 74,000

38' 44' 45' 45' 46' 49' 50'

Downeaster Offshore Ketch Explorer Coronado Ferro Ketch (New) Ferro Ketch Steel Ketch

$ 69,995 $159,000 $110,000 $ 85,500 $175,000 $110,000 $135,000

• Hans Christian • Mason 37 • Wilderness • Topper • Dover Dory

feans Christian jSchts Roger & Barbara Wales

Distributed by:

of Northern California'

Cruisip^ World Yacbts h)C.

2415 Mariner Square Drive, Alameda (415) 521-1929

FALMOUTH THE WORLD My Ideal Boat by Lyle Hess “I was at Catalina Island one night in a real blow. The sea was white with foam and the swells were huge. I asked myself, ‘what if I had to leave tonight, what kind of boat would allow me to safely do it?’ A good sea boat should be close winded; she should have reserve buoyance; a fine bow, but not too fine where she is cranky when running; buttock lines to provide plenty of lift; and she should be fast. Most im¬ portantly, she should be small enough for easy singlehanding, and yet still have a pleasant easy motion'at sea. A short time later I designed the Falmouth with these qualities in mind. She represents fifty-two years of experience and study. “The Fajmouth is my ideal boat. I can’t say that about any boat I have ever designed, even ‘Seraffyn’. I can sum it up by saying the Falmouth is not a little boat, it is a small yacht that the able seaman can take anywhere in the world in comfort and safety.”

Room to Stretch

SEE US AT THE COW PALACE BOAT SHOW JAN. 9-IS

Consider a Kit

A young man named Larry Pardey ad¬ mired ‘Renegade’ and asked Lyle to design a Marconi rigged sistership. Lin and Larry Pardey built ‘Seraffyn ’ and sailed her around the world. ‘Seraffyn’ became familiar to thousands through the Pardey’s books, articles, and lectures. With their message of “go small, go sim¬ ple, but go now” the Pardey’s had kind¬ led a tremendous interest in small boat cruising. Lyle designed the Falmouth to be his own personal boat along the same lines as ‘Seraffyn’ and ‘Renegade’.

A Word About Quality

A Little History Lyle Hess designed and built a gaffrigged cutter named ‘Renegade’ in 1950. ‘Renegade’ was based on the classic English work boats. These were heavy dis¬ placement vessels with good beam and firm bilges, enabling them to sail well with cargo and to stand up to heavy weather. Adapting the lines for cruising, Lyle pro¬ duced a fast boat. ‘Renegade’ surprised the ocean racers by twice winning the En¬ senada Race in the 1950’s.

Like the English work boats, the Falmouth is capable of carrying a lot of cargo. One ton of equipment and provi¬ sions before she reaches the design load line. There’s plenty of space to put it all in too. An extremely well-planned layout and plenty of storage space allow a very comfortable and uncluttered living en¬ vironment. The 6’I” headroom and 6’6” berths give you room to stretch.

The Falmouth is not mass-produced. They are carefully built to customer order by the Sam L. Morse Co. As the builder of the Bristol Channel Cutter, Sam has developed one of the finest reputations in the ma¬ rine industry. Using the best materials and building to spec¬ ifications that exceed the average 35-footer we can say with confidence this is a pro¬ per yacht for ocean cruising.

If yod are looking for a challenge, or can’t afford a factory completed boat just now, or simply want to do it your way, tben consider a kit. The Falmouth is available in any state of construction. Designed for easy completion, numerous home-builders have completed their pro¬ jects and are already out there sailing.

Ever Think About Trailering? If not, you might. Think for a minute how great it would be to sail from the Bay to, say, the Channel Islands; or maybe in¬ to Mexico. Short vacation and time to come back? Well, load your Falmouth on a trailer and come back in one or two days at 55 m.p.h.

AOR'SEA YACHTS 108 CALEDONIA STREET SAUSALITO, CALIFORNIA 94965 Full Brokerage Dealers for: Falmouth, Nor’Sea, Baba 30, Flying Dutchman 35, Baba 40

FALMOUTH CUTTER L.O.A. L.O.D W.L Beam Draft Disp

3T-0”

22 0 . 20’-10” 8 0

SPECIALISTS 415 • 332 #5181

’-

”

’-

”

3’-6” 7,400 lbs.

For the Finest in Cruising GORMAN & THOMSON are Proud to Offer Gulf & Globe Yachts BOAT SHO W SPECIAL

gulf

29 ★

Factory Authorized Sale. The First Five Boats Will Receive FREE Sails, Sail Cover, Anchor, Chain & Anchor Rhode. L.O.A. L.W.L. BEAM DRAFT DISPLACEMENT SAIL AREA

28’8” 23’6” 9’4” 4’6” , 7,500# 375 SQ. FT.

★ Also Available in 27 and 32 Ft.

Exclusive at GORMAN & THOMSON the William Garden★ Designed Globe 38 an Outstanding Cruising Yacht \

GLOBE 38

L.O.A. L.W.L. BEAM DRAFT DISPLACEMENT SAIL ARgA

37’4” 32’4”

n’8” 6 32,000# 928 SQ. FT. ’

★ Also Available in a 41’ Ketch.

DEALERS FOR — Cal Boats ★ Mason 43, 63 ★ Gulf 27, 29, 32 ★ Globe 38, 41

2415 Mariner Square Drive, Alameda, CA 94501 (415) 865-3662

LETTERS □TOO MUCH You’ve got to help me. 1 had decided to stay here on the bay the moment 1 sailed in — booming in on a broad reach on a„swift flood tide, out of the fog with a fresh sea breeze behind. I helped bring down the ferro topsail ketch /s/a of Sark from Seattle. When we saw all the zipping city dwellers biking, jogging, and driving along Marina Green from our flat perspective, we wanted to head back out onto the sea. We joked, “let’s find a little marina, buy some beer and get the hell outa here.” But, the lures of civilization, the warm sunshine, and the need to make dollars delivered us. It’s intoxicating here; active racing, a plethora of classes, cruising folks from all over the world, lovely ladies, such great sailing, and Latitude 38 — which 1 have devoured cover to cover every month. But, I get upset, I’m still on the outside — ! want to know these sailors, these boats and broaden my own experience. Can you help me find a crew position on a good boat? I had to survive in this high cost city and I found a job as a boat carpenter in Alameda. It’s good work — I’m learning a lot and among good folk. In my spare time I am doing some exciting and purposeful research in your great libraries on the past and future of commerical sail. But, I am caught in the shoreman trap again — working, commuting, rent, noise, hassle. Time and energy away from where I want to be. Ultimately, officer of the watch on a modern

HAYNES SAILS '

WE MAKE CUSTOM RACING AND CRUISING SAILS TO FIT YOUR NEEDS

sailing cargo vessel. In this interim peroid then, I want to continue to appreciate the realities of worldwide sailing. Where’s my Irving Johnson wise in the ways to live with and learn from? Or that beautiful, strong sailing woman with whom I could merge my dreams? Or the dollars to capatilize a boat, the cruises, and the schemes? Or a patron to sponsor a shorehouse of plans? It hurts to have good goals that require dollars when I often see such wasteful affluence around. Can you steer me toward any of these directions? Specifically, I’d like to be able to write to Louk Wijsen. Also, being a member of the press is one of the best ways, outside of choosing a military career at an early age in your respective country, of getting on board any of the sail training ships. Could I represent Latitude 38 in exchange for story and photographs? Finally, for your readers, I could relate a lot about the Pacific Northwest and cruising the Inside Passage or what’s happening with the development of commerical sail nowadays. Philo Lund Isle of Sark St. Francis Yacht Harbor

COVERS OF ALL TYPES

Philo

—

Your letter is overwhelming. We’re not much on giving

advice, but we’ve personal'll) found that when we try and do too many things we end up getting nothing done. Would we be cruel by suggesting you order your goals and go at them one at a time? Pro¬

DRIVE IN BOAT COVERS?

-(415) 459-2666

ASK

bably so. »

□ MOST EXACTING MECHANIC Enjoyed the photo issue of the Sailing Sheet. I enjoyed particularly the old shots by George Ruhland who I knew well. He and “Pop” were the most exacting mechanics I have ever run across. His pret¬ tiest boat in my opinion was the little Friendship sloop Oriole. How come no photos? George wants to know what happened to the Tia Mia. It is still sail¬ ing, being enjoyed and doing yoeman duty, i saw it early this year page 19

WE REPAIR THEM, TOO

T11 T?T? VAPUTQ rj Vi lAvll 1 u

RACE: Los Angeles to Mazatlan DATE: November 17,1980 ORDER OF FINISH: 1st "Secret Love” Santa Cruz 50 3rd "Night Train” Santa Cruz 50 4th "HanaHo” Santa Cruz 50 CLASS A (IOR): 1st "Secret Love” 2nd "Night Train” 4th "Hanna Ho” Congratulations to these "Fast is Fun” skippers and crews for their impressive finishes and Class A victories.

FAST

LETTERS sailing out of the Oakland estuary. It is now a commercial fishing boat complete with outriggers and other fishing gear. I’m sure the Tia Mia is happy as the operator was under sail, in no hurry and undoubtedly very much in love with his boat. The boat could stand a bit of spruc¬ ing up, but then there are lots of boats and their skippers whose timbers are strong and yet would not be at home at “Yachtings Golden Years”. Freben “Red” Jurvig San Anselmo Red

—

We’re glad you like the issue and George’s 'old shots'.

George is ailing “with Steve McQueen’s disease”, and we’re certain

your report on Tia Mia will brighten up his days. By the way, Red, George did send us a shot of Tia Mia on Open¬ ing Day, 1959, but like lots of other pictures, it got left out because there just wasn’t enough room to print them all.

□IMPRESSED I happened to see a copy of your Vol. 36 (June 1980) and am im¬ pressed. Compared to the Eastern “slicks”, it is AOK. Keep up the good work. I like your approach to writing as though your reader had at least seen a sailboat. Attached is my check for a year’s subscrip¬ tion . '

Tom Bowers Northridge P.S. — The wife and I chartered a Cal-39 in the British Virgins for a week in early November. After a week of warm, clear water, gentle trade winds day and night, and eye-ball navigation, the return to our Catalina 27 in the cold Pacific at Oxnard-was a hell of a let-down. Tom

—

One of the benefits of being ‘week-end warriors’ like

everyone else is that we can’t talk down to our readers. But Tom, don’t try and lay a “cold Pacific" trip on us when your PHOTO BY DIANE BEESTON

Catalina 21 is on the south side of Point Conception. We’ve a couple

40-FOOT KETCH BY STADELL

of winters to our credit down there, and know that unlike the bay, you don’t have to be on watch for icebergs. ■ »

□LONG SHOT On the second page of your “Pets” section of the December photo contest (p. 72), you printed a photograph of mine “Troy the bow watch . . .” but you gave credit for this photo to the wrong person. I took the picture; Randy Waggoner was sailing the boat. Please make this correction in your next issue. Gerry Long San Francisco Gerry — We stand corrected.

□TIRED OF HUNTING After dragging my Catalina 22 untold miles from this cultural backwater' (with a few notable exceptions) to compete in the SYRA series on THE BAY, I must submit to the fact that the only way I will be assured of getting a copy of your auspicious publication is to subscribe. I’m tired of hunting for it down here or seeing it on the occassions when I launch from Clippers in Sausalito (usually stolen from a crew member who lives in the area). Therefore, enclosed please find $10.00 for the best rag (no offense intended) going. Steve Dietz > Santa Cruz Page 21

Fifteen years’ of experience in developing sails for the cruising trade enable us to produce sails of good perfor¬ mance and balanced strength which will work well over the years with a minimum of problems. Sails that also provide pride and pleasure in the ap¬ preciation of their craftsmanship. We use hand-sewn and leathered rings, hand-sewn slides and plenty of reinforcements at the points of stress, together* with soft dacron sailcloth and modern taped luff construction to provide a sail that combines the best materials and construction techniques of new and old for a truly excellent sail of traditional lasting quality and ability. Cruising the Bay or Cruising the World, we’ll be glad to discuss your needs at our loft or on your boat.

We Handle Traditional Bronze Hardware & Wood Shell Blocks •

8’ Wide Decking Canvas

1801 -D Clement Avenue, Alameda, CA 94501 • (415) 523-4388

wylie 34 Bay Area’s Newest OneDesign

The Versatile Wylie 34: Successful Racer PHRF, IOR, and now One-Design for 1981 Comfortable Cruiser An Excellent All-Around Sailboat! Order Now to Assure Delivery for the 1981 One-Design Season SPECIFICATIONS L.O.A.33’9” L.W.L.25'9” Beam.lO’IO" Diesel.B.M.W. D-12 Winches.6 Barients

Draft.6’ Ballast.3050 lbs. Displacement. .7800 lbs. Prop. 16” folding Martec Headroom.6’3"

NORTH COAST YACHTS 2100 Clement Ave., Alameda, CA 94501 (415) 523-8330

LATITUDE 38 READER SURVEY Folks, it's time to pay the fiddler. During the last four years we’ve busted our asses trying to bring you the best possible sailing magazine we could. Free. Now we’re ‘charging’ you. If you don’t fill out the following Reader Survey, this magazine will fall apart in your hands and blow away. The survey takes about two minutes, and when you're done you just tear out the page, fold it in half, tape the loose edge, and then drop it in the mailbox. The postage is paid. Thank you.

Do you own a boat?

YES .

NO.

Do you have a valid passport?

Please indicate the length of your boat 6-10' / 11-16' / 17-25’ / 26-30’ / 31-35’ / 36-40’ / 41-55' / 56 +

YES .

NO.

What county do you live in? __ What is your age? 0-18 / 18-24 / 25-34 / 35-44 / 45-54 / 55 +

Please indicate the purchase price of your boat Please indicate your marital status. single / married / widowed / divorced / separated / polygamous Please indicate the total number of boats owned. I / 2/ 3/ 4/ 5 + Please indicate the number of children you have Do you own any now?

YES_

Have you owned any in the past?

NO_

YES .

Do you plan to buy a boat this year?

0 / I / 2 / 3 / 4 / 5+

NO.

YES.

NO.

Please check which of the following types of boating equipment you own: Depthfinder Radio telephone Knotmeter Radio direction/ADF Boat trailer Aux. generator Windindicator Refrigeration

Radar Loran OMNI Auto pilot Air conditioning C.B. radio Heating equipment other

Which of the above do you plan to buy in the next I 2 months?

Do you have a high school degree? YES_ NO . Do you have a college degree? YES__ NO_ Do you have a master’s degree? YES _____ NO_ How many cars do you own? I / 2/ 3/ 4/5 + Do you subscribe to ‘Latitude 38’?

YES_

NO_

How many people, besides yourself, read your copy of ’Latitude 38’?

Does your monthly copy of ’Latitude 38’ get forwarded to others out¬ side of your household on a regular basis?

YES_

NO —--

Do you belong to any of the following types of organizations? YES_ NO_ If so, which ones? yacht or boating club / yacht or boating assoc. / country club / beach club / tennis club / hunt club

In the past I 2 months, approximately how much did you spend on the

other (specify)_

following boating expenditures? maintenance & repairs_ docking & mooring-storage (offseason)_ sail purchases & repairs_ general equipment purchases & repairs_

What is your gross annual income? SI0-19,000 / $20-29,000 / $30-39,000 $40-49,000 / $50-59,000 / $60,000 +

emergency equipment purchases & repairs. engine purchases & repairs_ insurance_ travel to & from boat, club dues/fees_ entertaining friends/reiatives on boat.

How much active sailing do you do on a yearly basis? 1-4 mos. / 4-8 mos! / 8-1 I mos. / ^all-year round

Which of the following boats do you or your family own? sailboat, no power rowboat or dinghy sailboat, (outboard) sailboat, (diesel) cruiser (outboard) houseboat other

sailboat, (gas) cruiser (inboard) motorsailer (gas/diesel) inflatable

I enjoy or would like to read more articles on _ sailing personalities _ new boat designs _ I.O.R. racing _ California cruising

_ family racing - foreign cruising

_ sex

- other (specify)-

If the devil-may-care style remains, I would be willing to pay $1.50 for color pictures and slick paper.

Comments:_____ /

page 23

How do you use your boat? day sailing / overnight or longer / one-design racing offshore racing / fishing / to hide from spouse

YES_

NO-

NEW

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LATITUDE 38 P. O. Box 16"7B Sausalito, CA 94966

LETTERS □ VDS ON CBS While watching the CBS Saturday Night Movie, “Desperate Voyage , tonight, two seemingly unrelated subjects were brought together in a very violent manner — piracy and the new ’Visual Distress Signals law (Latitude 38, November Sightings). The basic plot of the film is an attempted piracy and the subsequent shooting of the pirate with a flare gun. This brings up the question of firearms on board. As soon as we bring aboard our new Coast Guard approved VDS we have in effect brought aboard an extremely lethal handgun. These flare launchers can be' purchased for the cost of a couple of cases of beer and from my observations, are being treated about as casually. I realize other options are available, such as a flashing light, and an orange flag to meet VDS requirements, but the vast majority of yachtsmen are choosing the flare launcher and meteors. For these people, I’d strongly recommend familiarizing yourself with this piece of safety equipment rather than wait until you need it. As to the question of using a flaregun as a Weapon, that is a moral question each of us has to address, because the capability is definitely there. Me? I’ve always been a firm believer of parachute flares and lots of them. Parachute jflares go up 1000’ and can be seen for many more miles than a hand-held light or even a masthead strobe. As to the question of firearms aboard, 1 guess I made that choice when 1 brought my flaregun aboard. I’d be interested in other readers reactions and how they are deal¬ ing with VDS requirements and firearms. Scott Boye Portland, OR Scott — Let's talk firearms. In the past several years we know of two instances where yachties have been shot and killed. The first oc¬ curred a little over a year ago in Indonesian waters where Peer Tangvald’s wife was shot and killed. The second was July 31st of last year in Exumas, Bahamas, where the bloodied craft Kalia III was discovered minus owners Bill and Patti Kamerer who are presumed to have been murdered. Neither of these instances make much of a case for carrying weapons on board, since both boats carried them. The gun on Kalia III was reportedly found in such a condition to indicate it had not been fired recently. In the other case, Tangvald's wife was actually shot by return fire after she opened up on what she believed was a group of pirates. Her husband and son were not harmed. Do guns ever hel^F We’d be interested to hear from any of our readers who have either experienced or have heard a first-hand report of firearms being used to good affect while cruising in a foreign country. Let’s talk VDS signals. We did a little inquiry with the Coast Guard and other folks on how well one of the 12-gauge pistol-type meteor flares might function as an offensive weapon — to be carried in lieu of an ordinary firearm. Tim Chalk over at the Coast Guard says he s fired something similar to the 12-gauge flares, and while he said he wasn’t qualified to assess what bodily harm it might do, he imagined it could cause injury at close range. Chalk did make an interesting point that such pistol-fired flares are illegal in the state of New York where they are considered concealed weapons. Another individual reported that Tristan Jones once shot a bear in the mouth with a flare gun, and that the bear took off. Jones is every bit as accomplished a storyteller as he is a sailor! so you II have to page 25

Charts are our business . * . So our l#rge inventory covers most of the world. We carry National Ocean Survey, National Oceanographic and British Admiralty Charts. We also stock all the publications and navigation books that you need and Pilot Charts, Loran, Omega and plotting charts are on hand. And we sell sextants, chart tools, compasses, clocks) barometers, chronometers, computers, logs and binoculars. Please call us for your requirements. We are at your service.

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Possible Uses: is Liferaft for Large Yachts ^ Ideal for River Rafting Great for Parties Kids Love Them

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Carl Rafello Speaks on Sails, Crew & the Y.R.A. Championship Twq years ago I decided I wanted to win the

Catalina 30 Championship. .One of the first things I did was to go to North and order a complete set of new sails. I haven’t thought much about North or sails since. I haven’t had to. The most significant improvement in boat performance in two years has been due to crew work. I would like to thank North for providing sails I don’t have to think about and I would like to thank my crew for winning the Y.R.A. Championship. Carl Rafello

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LETTERS

THE

NORDIC 44 The Boat of Your Life!

determine the value of that testimony on your own. We re not gun folks ourselves, but since we’re required to carry VDS equipment as of the first day of this year, we may go with the pistol-flare system (some cost as little as $13.00) with the view we might fire away if that’s the last resort to protect ourselves. Do you think we’re nuts?

(More on VDS requirements in Sightings).

□TRY PUTTING HALF ON THE PORT SIDE Why is it that on my small 30-ft. boat I can’t seem to toss out Latitude 38 ever; you’re going to sink me! And why is it 1 get pissed off whenever I miss an issue when I’m out of town for a month or so? 1 can solve the latter problem by subscribing. But dang if I know what to do about the stack of 38’s that’s giving my 5-tonner a starboard list . . . how about an index like WoocfenBoat just came out with? You’ve got the finest rag anywhere — here’s my $10: John Burnett Koviashuvik Sausalito John — One nice woman once told us she was going to do an in¬ dex for all the Latitude 38’s, and if she did maybe she’ll let us know and we can reprint it. As for us, we’ve not the inclination for something like that since the present is as hot and heavy as we can handle it.

□THANK YOU FOR SHARING IT Wonderful people! Thank you for that beautiful presentation of George’s special prose, Ocean Racing. 1 loved the way you did it — pictures and all. Naturally it made me cry. Your ad for Esprit has brought many phone calls and we are in the process of closing a deal. Mike (Mrs. George) Phillips Castro Valley /

□TRI COLOR TROUBLE A few weeks ago Frank Lynch, Captain of the tug Sam Joaquin River, asked me to pass along some important information to all my boating buddies in the Berkeley Yacht Club. 1 figured you coukb reach a lot more people so here it is: Many boats have installed those beautiful tri-color masthead lights (us included) mainly for offshore sailing. Only thing is, the tugboat captains are just high enough above the water that they can’t see those lights at all in the bay. They blend in perfectly with the lights on shore. After several close calls, Frank recommends that all boats sailing at night use their bow and stern running lights as well as, if not instead of, the tri-color. Fair*winds and safe sailing to all, f Rob Coleman #

Rob - Thanks to both you and Frank for passing the advice

The incomparable new NORDIC 44 is in the water and sailing. On the blueprints it looked great. On the water it looks incredible. The NORDIC 44 is Robert H. Perry’s latest concept of what performance cruising is all about. Designed tb be fast and powerful without compromising comfort. Designed to be truly fast and seaworthy. The NORDIC 44 is an exceptional sailboat. The NORDIC 44 is built to last. Built in America by Nordic Yachts, Inc. Our construction techniques aren’t governed by high volume production. We build boats the right way — the way we would build boats for ourselves. Whether at dockside, anchor or under sail, the NORDIC 44 has an interior you can live with. Elegant, convenient and-durable. Luxurious accomodations for six without crowding. Sailots who have seen the NORDIC 44 have been impressed by its beauty, sailing ability and quality. Without a doubt, the NORDIC 44 is the most exciting boat of its size available today. Discover the NORDIC 44, and you’ll discover the boat of your life!

along.

□ NO SAILING IN CAMPBELL I was very pleased and surprised to see the picture 1 submitted to your photo contest on page 107 of your December issue. 1 was rather confused, however, as to why you didn’t know where I was from as I sent a self-addressed return envelope and included my return adpage 29

Foot of Laguna St., San Francisco, CA 94123 Tele: (415) 567-3695

TARTAN TEN sSi. Si

Specifications: LOA DWL Beam Draft Ballast Displacement Sail area Design

33 1-3/4 27'0" 9'3" 5' 10-1/2" 3340 pounds 6700 pounds 486'sfl. ft.

Sparkman & Stephens

Excellence in one design sailing for San Francisco Bay

TARTAN 33 Specifications: LOA DWL Beam Draft Ballast Displacement Sail area

33'8" 28' 10" 10' 11-1/2"

4' 5-1/2” 4400 pounds 10,000 pounds 531 sq. ft.

Design — Sparkman & Stephens

A true yacht with classic design

TARTAN 37 Specifications: LOA DWL Beam Draft Displacement Ballast Sail area

37'3-1/2”

28’6” n'9" 6’9” 15200 pounds 7500 pounds 625 sq. ft.

Design — Sparkman & Stephens

Quiet elegance, absolute comfort and perfection in sailing Tartan 37 All three on display at our docks

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LETTERS

Ki \ CY BA

Jane Rundell Broker

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Polaris 36 dress on the outside of the envelope. (By the way, I got my pictures back already!) For the record, I’m from Campbell, CA (no sailing there) but spend most of my time on the bay and ocean. 1 can only assume that the pictures and envelope got separated at some point in the judging process — no harm done! 1 am sure you are tired of hearing that you have the best sailing magazine around, but as 1 have never written before I will have to say it’at least once — you have the best sailing magazine around!!! In our family we get two copies whenever possible so that we can read together, and share and discuss whatAve read. One copy is saved in our “archives” for future reference, and one is either sent to cruising friends (when they are where they can get mail) or passed around to

Sail The World First Class

This Robert Perry-design blends a tall, powerful cutter rig with Perry's legendary combination of traditional beauty and performance hull design. The Funship s Polaris 36 sets itself apart from all the rest with absolutely the finest in quality

sailors and would-be-sailors where I work. I am a novice sailor (have been sailing for 2x/z years), mostly aboard Drache, Dave Moseley’s “old” (I use the term lovingly), Islander 37. She’s not what you would call a racing boat, but once in a while the crew shocks the skipper and gets it all together Our only real “claim to fame” was a 1st place in Division B in the 1980 Boreas Race. The race started with a collision just after the start, (the other boat shall remain nameless), and was sailed very short of crew: only 31/2 including the skipper. I was the V2 as I was just recovering from a back injury. Anyway, the point of all this verbiage is to congratulate the rest of the crew on a job well done, and to encourage other sailors who sometimes get discouraged and wonder if it is worth it —

construction and equipment. Standard equipment includes: all Barient winches, all U.S. rigging, Edson worm steering, Perkins 4-108 diesel, plus too much more to list here. Witnessing this finely detailed world cruiser, now at our docks, will be the only way to begin to appreciate the value she is at $6§,500. Over 175 already delivered to satisfied cruisers the world over. Over 8 already ordered for the Bay this year.

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

It IS worth it!!! — whether you win or not. Carol M. Peterson Campbell Oakland Yacht Club P S. — I have friends just returning from Ponape in the Caroline Islands. I hope to be able to convince them to write you some articles about their trip and experiences there. Carol — Two things we encourage is for folks to pass 38 s to their cruising friends; and, to have folks back from cruises share them with us.

□ YES, WE HAVE NONE I would like to find out about transporting a fin-keel boat, such as a Columbia MKII, 26’, like if there are ways other than on a flatbed semi. If you’ve had any articles on the subject, say in a previous issue of 38, could you please send me a copy? Tim Winters 22484 Riverside Dr., No. 7 Cupertino, CA 95014

(SPINN SHOP Sail Loft in the So,uth Bay Repairs & Service on All Sails

FAST SPINNAKERS Off-Shore One-Designs Racer-Cruisers COVERS CRUISING MAINS & JIBS TURTLES/ACCESSORIES ally Lindsay HE SPINNAKER SHOP !1 East Charleston Road luer West Marine Products)

Jim — We haven’t had any articles on the subject, and since we

alo Alto, CA 94303

don't operate a library, couldn’t send you back issues anyway. Well print your address and you might get some help from our readers. There’s no question it can be done by modifying or finding the cor¬

1 m QCQ 1 R/1A

Please send me more information

rect trailer. Name —

□ REGARDLESS Please keep up your standards and please try to publish some ex¬ periences or tests of products regardless of the name of the producers and their advertisement policies. Enclosed is $20.00 for two subscriptions.

L Dieter Beermann Santa Cruz

page 31

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LETTERS

A FULL LINE DEALER For 27 Years

Dieter — We don’t have the financial resources or editorial inclina¬ tion to create tests for boats and marine gear. We feel the best testing is done by you folks out on the water, and will almost always publish the reports that are sent to us. The exceptions would be if we felt the author was: a.) woefully unqualified to give an opinion; b.) the manufacturer’s mother; or c.) more interested in starting a vendetta than sharing information. We’ve been pleasantly surprised to find that advertisers haven't leaned on us the least little bit. Consequently, we don't feel the least bit intimidated in passing along what we feel is honest information.

□ HIGH ALTITUDE BIBLIOGRAPHY I attended the Lon^ Beach sailboat show a few weeks ago and while browsing through the many books and publications, I noticed that much of the subject matter was essentially the same as contained in Bowdich, Dutton and Mixter. Quite often no reference is made to the original material. I am enclosing some samples dealing with the method of handling high altitude sights. Enclosurer A is from Bowdich, HO. **9, 1958 Edition, pg. 513. Enclosurer B is from Dutton, 13th Edition, pg. 674. Enclosurer C is from Mixter, 5th Edition, pg. 348. Enclosurer D covers much of the same material. While this multiple coverage is useful it would seem to be useful to have a bibliography covering the fundamental sources. You would do your readers a great service by calling their attention to the three references: Bowdich, Dutton and Mixter. Together they cover the

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whole field of navigation in a superb fashion. For the computer oriented seafarer, “Computer Navigation by Mortimer Rogoff and “The Calculator Afloat by Shufeldt &. Newcomer are most useful. I. L. McNally Sun City Readers — We call your attention to Bowdich, Dutton and Mixter. Incidentally, the ‘Enclosurers Mr. McNally refers to are methods of figuring high altitude sights, of which we don’t want to hear another word until the next Singlehanded TransPac. Last month Kimball Livingston of the Chronicle forwarded to us a letter from Bob Merry, a letter which we published. Mr. Merry wanted to get some “person-to-person exchange of knowledge’’ regarding the building of a boat using the male mold method. This was a copy of one letter we received in that regard, another we've forwarded to him. We thought you might like to have a read yourselves.

□ GO, MAN, GO! Your request for information on the building of a fiberglass boat from a male mold was referred by Kimball Livingston of the Chroni¬ cle to Latitude 38, I’m building a Roberts 31 in fiberglass from a male mold, and have been on the task for 5V2 years. I have at least another year to go before launching. 1 used the C-Flex method and found it very satisfactory. This material reduces work to a minimum as far as the mold is concerned and will, if the fabrication instructions are followed, result in a very fair hull. For full information on this method, as well as for economics in the purchase of equipment and material, I suggest you write Gene O’Riley, Voyager Marine, P.O. Box 123, Alviso/, CA 95002. page 35

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HIGH PERFORMANCE :

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'FFSHORE CRUISER !

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NORSEMAN YACHTS INC., 14025 Panay Way, Marina Del Rey, CA 90291 (213) 822-7141 • * Dealer Inquiries Invited

LETTERS

DRASTIC Inventory Reduction

SALE

I’m building my boat at the Log Cabin Boatyard, Alviso, and if you are ever out this way, drop in and we ll chat. I’ll give you any pointers I can. Also, you may write me to the address at the top of this letter, should you have any specific questions. I agree with the points made by Mr. Livingston against amateur boatbuilding. He states that often the builder finds after years of building that the boat: (1) wasn’t really the right choice; (2) is not aesthetically pleasing; and (3) will not sell for a price much above bare cost of the materials alone, owing to the fact that the amateur builder has no reputation. I would also add the following disadvantages; (4) You will likely not save money over the cost of a good used boat, although you should beat the cost of a new one. (5) The time spent on the project could cause marital problems, if you are married. However, if you have the tenacity to persevere through the trials and tribulations inherent in such a project, you will find a tremendous payoff in achieving a great sense of satisfaction for creating something with your own hands. For my part, this satisfaction has more than out-weighed all of the disadvantages. For me, the project has not been a burden; it has been my passion. Give much thought to the pros and cons and if you decide to go through with it, why, go, man, go! Sidney E. Worthen 1668 Fairlawn Ave. San Jose,- CA 95225

Gheoy Lee 44 Robert Perry Design Ketch rig, loaded with teak — 3 pages of equipment. Replacement cost: $145,000.

Now — Make An Offer!!

Bob — You might also wish to take a glance at the article entitled “Insanity” in the next issue for another perspective on building your own boat. In the next month or two we hope to show you the results of some local homebuilders handywork also.

□ABSENT ALTERNATIVE In your December issue, letters to the editor section, there was a mention of an automatic SOS radio beacon device for use on Iiferafts. This appeared to be a device other than the EPIRB. Could you please print some details about this unit. Is the unit better than the EPIRB, how are they different from each other, who makes this device, and how much does it cost, etc.? With all the scary stories and concern about safety it would be nice if you could possibly shed some light on this unit. Thanks. Undeciferable

Bill Luders Design Ketch rig, 1979 model — Demo Boat. The most well-equipped 33 on the coast. Current List Price — Over $70,000.

Now — $49,950 — Hurry!!

Undeciferable — To set the record straight, we’re not publishing ‘scary’ stories, we publish the ways in which people handled or tried to handle unusual situations. Our purpose is not to put fear into your heart but useful information into your brain. In regard to an alternative to an EPIRB, we think you must be con¬ fused because we don’t know of one. EPIRB stands for Emergency Position Indicating Radio Beacon' there are two types, Type A for commercial vessels and Type B for recreational' vessels. As we understand it, the only difference is that the Type A begins to transmit automatically upon contact with the water whereas the Type B EPIRBs have a little on/off switch. There is no difference in the

If you have ever dreamed of owning a New Cheoy Lee — NOW IS THE TIME!! Contact Jack Barr

GARY DUNCAN YACHT SALES, INC.

range or frequency of the beacons.

» □THREE’S A CHARM Just like to thank you for publishing three of my slides in your repage 37

175 Lock Lomond San Rafael, CA 94901

(415) 457-2002

Mr in kohcri petty destqmd GW*? *

Call or Write: Windcircle Sailing Yachts, 1210 Brickyard Cove Road, Pt. Richmond, CA 94801 (415) 2341154 ___for more information and introductory prices

LETTERS

BUSHNELL RUBBER ARMORED SPORT VIEW®

cent photo contest. It’s always nice to see one's work in print plus it helped rpe get a decent grade in a photo journalism class I was too busy to attend. The owner (or someone who knows the owner) of the ketch being bumped by the schooner in the ‘79 Master Mariner’s Regatta con¬ tacted me for several prints for Christmas gifts. An added plus for me, thanks to you. I hope to be sending more pictures to you in the future. Peter Costello Santa Cruz Peter — Glad we could be of service as you’ve been to us. We'll be looking forward to getting more of your — and other readers photographs — throughout the year.

□ Extra-bright 7x50 for low light conditions □ Center Focus □ Exit Pupil 7.1mm □ Field 373x1000 yards □ Height: 6-3/8” □ Weight: 30-1/2 oz. □ Includes case and strap

Manufacturer’s Suggested List: $104.00

□ HO, HO, HO I’ve enjoyed getting my subscription so much 1 decided this would be a perfect Christmas gift for my buddies, Linda and Randy. Hope you guys have (had!) a great Christmas and have a “Hobie” New Year! , . Ute Perla Fresno P.S. — I’m the 5’2” German brunette, remember? No? Oh well . . . how quickly they forget!! Ute — We don’t forget, we remember.

We Clean Sails Dodgers Cushion Covers Boat Covers

> Fast Service * Free Pickup And Delivery 332-5386

Sale Price: $69.00!! SeaWood, Inc. 115 Tunstead Ave'. San Anselmo, CA 94960 Closed Sunday and Monday

Mail Orders Okay

—

(415) 453-4322

Shipping/Handling Charges Extra

cfiAILMAKERS now in the bay area bridge rails

all manner] [of custom

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[bow rails

ladders Iradar

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THE SAIL WASH 475 Gate Five Road Sausalito, CA 94965page 39

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the finest in railwork \cRAILMAKERS SANcFRANCISCOcBAY\ 718 ‘Kennedy St.. Oakland, CA 94606 (415) 532-7085

' PILOT HOUSE

TAYANA ROBERT PERRY DESIGNED

New Long Cabin Pilot House

JUST ARRIVED V

TWO MODELS TO CHOOSE FROM Standard — Long Cabin (Cutter or Ketch Rigged)

Superbly Designed for Inclement Weather Two Helm Stations — 49 H.P. Perkins 4-108 11

■

Length Overall..:....36’8” Length at Waterline. .31’0” Maximum Beam.11’6” Draft. 5’8”

Displacement...22,500 lbs. Ballast. 8,000 lbs. Sail Area-cutter. 861 sq.ft.

ON DISPLAY NOW We Guarantee a Berth with Every Boat We Sell — New or Brokerage

WINDSHIM Oakland

©| 87joA U&n tojjuakb

(415)834-8232

A Newcomer to San Francisco Bay ... The San Juan 34 has been designed and engineered to be a fast, raceable and affordable family boat. She has a proven P.H.R.F. record and in the right conditions has given full race I.O.R. boats a run for their money. Come see the newcomer at the S.F. Sports & Boat Show at the Cow Palace, Jan. 9th-18th

POINT BONITA YACHT SALES Clipper Yacht Harbor, Sausalito (415) 332-1130

Your Sales Staff: Melinda Laudy Bert Wells

Shirlee Edwards Ian Quinn Kent Rupp, Manager

IT’S A SNAP

THE TIME CONSUMING AND TROUBLESOME TASK OF ATTACHING AND RAISING HEADSAILS HAS FINALLY MET ITS MATCH

— THE HANSEN HANKER” * A Unique Hank Loading Device *

•

• A Rugged, Inexpensive, Easy To Use Extra Hand for Every Sailor. • Bag Your Sails With The Hansen Hanker™ Attached For Quick, Safe, Tangle Free Headsail Handling • Durable, U.V. Protected Plastic • Available At Local Chandleries • Two Sizes Fit Most Stays And Hanks

THE HANSEN HANKER™ Model Number A B '

Max. Stay Dia. .25" .187"

Min. Hank Throat .500" , .310"

Price $7.50 Ea.

Whether you are a serious racer, a confirmed cruiser or a seasoned salt sailing short handed or with an inexperienced'crew — You Need The Hansen Hanker™

HANSEN HANKER™ Pat Pending T.M.

DUCHESS DISTRIBUTING 771 Bush Street San Francisco, Ca 94108

dealer inquiries invited

tayana

CUTTER-KETCH PILOTHOUSE

ROBERT PERRY DESIGNED

ON DISPLAY AT OUR DOCKS NOW! NEW LONG CABIN PILOTHOUSE CUTTER JUST ARRIVED The Finest in Offshore Cruisers But if You Are Still in Doubt, Charter a TAYANA from WINDSHIPS Then Buy. 'Ask About Our Charter Plan. We Guarantee A Berth With Every Boat We Sell — New or Brokerage

Length Overall

36’8”

Displacement

Length at Waterline

3 ro”

Ballast

Maximum Beam

n’6”

Sail Area-cutter

861, sq. ft.

5’8”

Sail Area-ketch

768 sq. ft.

Draft

WINDSHIRS

22,500 lbs. 8,000 lbs.

Oakland

(415) 834-8232

The High Noon Race Team Has Moore Madness ... ‘Miss Piggy' Jim Gannon Ken Dondero ‘B-52’ Dee Smith ‘Bad Sneakers’ Heather Clute Chris Boome Donny Anderson ‘Moore Burgers’ Warren Wilbur Jeff Madrigali Susie Wosser ‘Tag Team’ Paul Kayard Craig Healy Gordon Clute Bob Norman

POINT BONITA YACHT SALES

Clipper Yacht Harbor, Sausalito Contact Kent Rupp, (415) 332-1130

LOOSE LIPS

“HIGH NOON”

In the early and mid-70’s the sailing name Westsail was golden. A husband and wife team bought the molds to the modestly popular Kendall 32 at a tax sale, and powered by an inspired advertising campaign, struck it rich. But as sometimes happens to small, undercapitilized companies, they grew so fast they thundered right into bankruptcy.

— 1980 — — IOR Season — Stone Cup — Long Beach Race Week

Unlike most manufacturers, Westsails were usually sold direct and construction was owner financed — in increments.* When Westsail went under they had taken tens of thousands of dollars in deposits that they had nothing to show for. It was ulcer-time for those who had deposits, although we understand that most customers eventual¬ ly received a reasonable compensation. Suppliers to Westsail didn’t fare anywhere near as well. The company was reorganized under new owners, and because the bankruptcy destroyed their financial credibility, had.to offer a pro¬ gram to protect folks with deposits. In fact, they went so far as to claim to have the best ‘buyer-protection’ in the industry. If it was, it didn’t last long. Last year, Westsail went under again, once more leaving customers with little to show for their large deposits. Folks who lost money are mad about the bucks, but they are furious about the insult that is being heaped upon their injury. The in¬ sult is in the form of a report that DownEast Yachts — who make their own 32, 38, and 45 — will be marketing the ‘Westsail 39’, a Bob Perry-design. Nobody has a gripe with DownEast, but they sure don’t want to see the Westsail name used to advantage until they'feel they’ve gotten proper compensation. Westsail: A golden name turned to shit. Before you buy a new one, you might really caveat your emptor, if you know what we mean.

All Firsts

FOR SALE POINT BONITA YACHT SALES Clipper Yacht Harbor, Sausalito Contact Kent Rupp (415) 332-1130

Our apologies to Ulf Werner, owner of TransPac Class winner, Brown Sugar. We mis-identified the ‘crashing’ boat on pages 84/85 of our December Photo Issue as being Brown Sugar. Ulf says his boat doesn’t have the center stripe, but that Sweet Okole does. We stand

The Racing Headstay System

corrected.

Gemini... is

Kauai’s latest tourist attraction: a full size photograph of Singlehanded TransPac’er Ian Kiernan completely starkers, snapped in a Melbourne, Australia hotel room. What Ian was doing without benefit of his trousers, and what the photograph is doing in the kit¬ chen of Hanalei Bay’s Sandgrouper Restaurant has yet to be deter¬

proven. 8 of the top II in the 1980 SORC Gemini. Since 1974 virtually every 12 Meter has From J-24’s to America’s Cup Gemini has ' fj>.; winning ways. / |

mined. The restaurant, which overlooks the Hanalei Bay finish line, hopes to be headquarters for the next Singlehanded TransPac. However, those with ears to the tropical soil say the local pot plantation owners don’t want any more publicity for the area and would be thrilled to death if the race was taken to Nawiliwili on the other side of Kauai. Aloha bruddah.

Must be a tough habit to kick. If you think the lumbering economy has fouled the ambitions of veteran racing sailors, you’ve gotanother thought coming. We’ve told you briefly (and will have more) about Irv Loube’s Frers-designed, Dennis Choate-built 44-footer getting ready for the S.O.R.C. He’s not the only guy making a big show of it. Dave Allen, who dazzled the world with Impr6bable and Imp is page 43

(Tfipt) Hood Yacht Systems Available From: HOOD SAILMAKERS 861 W. 18th St. Costa Mesa, CA 92627 (714) 548-3464

Would you buy a pig in a poke? Probably not. So why should you buy your liferaft in a sack or container without really knowing what you are getting? After looking long and carefully at many rafts we decided we would rather have a bad time in the GOODRICH CREWSAVER, if we had to. We have inflated a CREWSAVER for you to get acquainted with and we think you will agree that this American made raft is more safety for the money. See it now in Sausalito. We also have the MONITOR, NAVIK and SAILOMAT vane gears on display, as well as the AUTOHELM tiller and wheel pilots. We think the MONITOR merits an extra close look if you are contemplating a selPsteering gear. This American made vane is closely pat¬ terned on the well known ARIES, but the MONI¬ TOR has many advantages such as electropolished stainless construction, lighter weight without any loss of strength and better remote vane control — and yet the MONITOR COSTS LESS.

NOTE: January is boat show time — call for an appointment, especially weekends.

SCANMAR MARINE — CRUISING EQUIPMENT 298 Harbor Drive, Sausalito, CA 94965 • (415) 332-3233

Local Boat Makes Good. In this day of financial woes, it is good to find a product that stands out as a solid success in the market place. The Frey a 39 has proven to be just that. Not only have the objectives of design (build a fast cruis¬ ing boat) and construction (build it strong) been fulfilled, but the Freya 39 is a winner at the sales office. Come see why we’re selling more Freya 39’s than ever before.

Your Sales Staff: Melinda Laudy Shirlee Edwards Bert Wells Ian Quinn * Kent Rupp, Manager

POINT BONITA YACHT SALHS Clipper Yacht Harbor, Sausalito (415) 332-1130

LOOSE LIPS

O’Neill’s Yacht Sales 8c BROKERAGE

having a new 47-ft. boat being completed-at Kiwi in Florida. She’s a Ragnar Hawkanson-design, and will apparently be shipped to England for the hot Admiral’s Cup sailing summer, although she won’t be eligible to represent the U.S. Bert Damner has a 40-ft. Scott Kaufman-design at Anderson’s yard in Sausalito. Bill Clute is having Gannon Yachts finish off a 48-ft. Peterson masthead design. The hull, deck, keel, and rudder were built by Dennis Choate, and should be in the water by March to meet the TransPac’s eligibility requirement. Clute’s High Noon, a Peterson fractional-rig is still available and reportedly would make a great TransPac entry.

"Cappella” 1979 CAL 25

Talk about your daring! Talk about your bravado! On December 6 someone stole a $500,000, 41-ft. cutter from its berth at Oxnard’s Channel Islands harbor. ‘Pssshhhaawwwww’, you’re probably saying, ‘boats are easy to steal,’ and ‘bull, what 41-ft. cutter is worth half-a-mil?’ A Coast Guard cutter is that kind of expensive boat most people wouldn’t consider stealing. However, that is what happened during the night of the 6th, and you can imagine the shock for the boys in white boats when they found their cutter was gone. Expectedly an air seach was immediate¬ ly mounted, then called off ten minutes later when the vessel was found ten miles away in Ventura. The Coast Guard figures somebody took it for a joy ride — probably to see if they could rouse up some pot during ‘routine’ inspection. What should you do if your boat gets stolen? First thing to do is call the Coast Guard because now they know how you feel. Besides, as of the beginning of 1980 they started to accept reports of stolen boats, keepin’g a centra! file of such, and having the lists available to their units on patrol. You should also inform your state and local authorities, and all of the above agencies are going to want the boat s state or documenta¬ tion number, the hull identification number, the owner’s name, and the approximate value of the boat. But let’s hope you have better luck than the Coast Guard and never need to use this information.

In the November issue we published a fine article by Richard Clopton titled Second Cruise, in which he wrote about the different preparations he would make f>rior to a second tropical voyage. We’d done some editing in that article, editing which included the removal of two brand names, afterwhich he wrote the following: “I do not know what your policy is regarding brand names, but 1 mentioned Aries because it is the vane which was almost unanimous¬ ly preferred among our cruising peers. This is due to is ability to steer in light and heavy weather, and on all points of sail, as well as its robust construction. In my experience it did not work on two yachts, both of which had hydraulic steering requiring more movement of the wheel to make course corrections than the vane would supply. The other product I mentioned was the Flath anchor windlass, which is the(finest piece of manual anchor-raising machinery for its size that 1 have seen. The ubiquitous Simposon-Lawrence windlasses are famous for committing galvanic suicide; while I saw one Plath, which had sat unused on the deck of a passage-making boat, move easily with the first pull of the handle after two years of idleness. 1 think it’s page 45

This boat has a diesel inboard engine and is in "better-than-new" condition! A great performance-cruiser! Offered at $26,900.00

At the Yacht Harbor. 2222 East Cliff Drive. Santa Cruz. CA 95062 408 476-5202

SEA FURL Jib reefing and furling system FOR CAREFREE CRU J

The finest jib reefing and furling system available today. Choice of charter fleets, boat builders, and boat owners the world over. Sea Furl makes headsail adjustment quick, easy, and safe. Whatever the size of your boat, Hood has a Sea Furl system that will fit perfectly.

Hood Yacht Systems Available From: HOOD SAILMAKERS 861 W. 18th St. Costa Mesa, CA 92627 (714) 548-3464

YOUR BOAT IS AS IMPORTANT TO US AS IT IS TO YOU! WHETHER YOUâ&#x20AC;&#x2122;RE RACING, CRUISING, OR FISHING, OUR FACILITY IS DESIGNED TO HANDLE ALL YOUR BOATING NEEDS.

THIS YEAR, HAUL-OUT IN SANTA CRUZ

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LOOSE LIPS important that people embarking on their first cruise have specific in¬ formation about essential equipment.7” We explained to Richard that, generally speaking, our policy is to name brands as often as possible, as we too feel it’s important that people express opinions about the products they use. In the case of his article, we’d deleted the Aries and Plath brand names because it was inconsistent with the rest of his article. We feel, however, that readers should treat product recommenda¬ tions with some caution. Why? Well, gear for boats is not similarly applicable — for instance, you wouldn’t use the same knotmeter for an ultralight surfing boat as you would a heavy cruising boat. Secondly, gear is not always treated or used the same way: a marine engine that doesn’t have it’s oil changed on schedule and isn’t used but once every two months isn’t going to provide the same kind of service as the engine that is maintained regularly and run every day. (Most marine gear suffers far more from lack of use than too frequent use.) Finally, the exact same products will often get opposite reviews just because the users temperments are different. Take cabin heaters, for example. We got one of those High Seas diesel heaters for our boat because it was recommended by several people from the carwash climes of Seattle. We’ve never once got that stupid thing going, primarily because it takes about 10 minutes and a special knack to get it started. Impatient and knackless, we’ve not been very happy with the damn thing, but we still find folks who rave about them. Does that make the product good? Or bad? Or in this case, doesn’t it really depend on who is operating it? In some ways the same thinking applies to windlasses. Usually the simpler ones are more maintenance free, but you’ll often be trading that for pulling power. So if you own a light boat, you might have three choices: 1.) having a small, simpler windlass; 2.) using a sheet winch for a windlass; or 3.) pulling in the line hand-over-hand. But if you’ve got a heavier boat — or bad luck — you’re going to require a more complex, possibly electric, windlass. Because of that complexity it’s naturally going to require more maintenance, and still be more susceptible to breakdowns. That comes with the territory of owning a bigger boat and a bad back. We feel we should even caution folks against necessarily purchas¬ ing ‘old-reliables’. New products are introduced all the time, and sometimes — not always — they are superior to the old ones. Take Aries, for example, an ‘old-reliable’ if there ever was one. Like Clopton we have heard almost all good experiences with the Aries, and own one ourselves. That, however, doesn’t mean they are the solution for every boat. For small boats they are simply too heavy to be hanging off the stern. For some really fast ultralights, they can’t always keep up with the surfing, or may not always be as sensitive as some newer vanes for modern boats. . Sam Vahey, for example, used a Sail-o-Mat on his three Pacific crossings, and even though the rudder broke the first time across, he raves about it. We went out with him one day and had the vane steer with the chute up in both a good breeze and a very light breeze. We were amazed at how the vane handled his Ranger 37, a boat we’d previously thought no man or machine was capable of controlling. The simple point we are trying to make is that gear selection for your boat is not always as simple as the next sailor’s recommenda¬ tion. So when you hear somebody rave about a product, find out more than just it’s name. Find out what boat it was used on, if it was carefully maintained, and all the other applicable questions you need to ask to get an intelligent recommendation. page 49

When conditions deteriorate, superior equipment proves its worth. Ground tackle can be your only link to security. When choosing rope, chain, and anchor is not the time to economize and compromise quality The patented CQR (“Secure”) digs deeper and deeper the harder the pull, and sets and holds even in difficult bottoms like grass, kelp, shingle, rock and coral. CQR is less likely to foul and by • design, pivots with changing winds and tides with¬ out breaking out. That’s why you see genuine CQR anchors on more cruising boats than all other makes combined. Only CQR is drop forged by massive machines from white hot steel billets and balanced with most the weight in the flukes where it is wanted. The imitations are not forged nor balanced and are not worth the gamble. To quote Mr. Eric Hiscock Cruising Under Sail “For tnese reasons it is wise when buying an anchor'to specify a genuine CQR!’ The H-section shank and the one piece pin, horn, and shoe are drop forged from high tensile steel billets. The flukes are hot formed from one piece of steel plate. Made only by SimpsonLawrence Ltd. Glasgow, Scotland. Available from all good chandlers.

“IT PLOUGHS ITS WAY IN”

SEAGULL MARINE

For more information: 1851 McGaw Aue., Irvine, CA 92714 (714) 979-6161

GULFSTAR SAILMASTER 47

Gulfstar 47 Sailmaster — This well-known design is often referred to as a “motorsailer”. Since a motorsailer has been called a compromise that doesn’t sail well and doesn’t motor well, it would be very wrong to label the 47 a motorsailer. The hull is basically the same as “Southern Star” which was raced in the S.O.R.C. and was tank-tested at Stevens In¬ stitute — with a sail area of over 900 square feet and a waterline over 40 feet, she is no slouch under sail. The 130 h.p. Perkins diesel will power her at 8.5 steady knots all, day with a range of 1200 miles which will beat many trawler type boats!! So if you want to call her a motorsailer, that’s fine; and if you want to call her a sailboat, that’s fine, too. Because you will be right both times.

See Us at the San Francisco Boat Show A

BLUE DOLPHIN YACHTS

BALLENA BAY ALAMEDA

(415) 865-5353

DEALERS FOR (SAIL) — Freedom — Gulfstar — Downeaster DEALERS FOR (POWER) — Gulfstar — Bluewater — California SELECTED BROKERAGE SAIL 25’ Folkboat.$ 6,700 27’ Ericson.3 from 21,000 30’ Pearson.25,000 32’Pearson Vanguard.37,500 32’ Islander.2 from 52,000 32’ Ericson. 35,700 34’ Coronado. 35,900 35’ Ramus sloop.50,000 36’Columbia sloop.49,000 36’ Herreshoff ketch.54,900 36’ Cheoy Lee.51,000 36’ Contessa.129,000 37’ Hardin ketch.67,500 40’ Challenger. 79,000 40’Stadel ketch.59,500 40’Anacapa sloop.69,500

39’ Ingrid ketch.*... 55,500 42’ Mermaid ketch. 89,500 45’ Downeast schoone.r... 174,000 45’ Freedom ketch.189,000 46’Ketch, William Garden-design.75,000 47’Caribe, Perry cutter.154,500 48’Alden cutter.69,500 55’Ketch, Fellows&Stewart.197,500 60’Rhodes yawl, Burger.200,000 POWER 26’Trojan, hardtop.$27,950 28’ AMF Slickcraft, express cruiser.29,900 30’Chris Craft Express.44,500 30’ Sea Ray, f/b, sedan. 54,950 31’ Chris Craft, commander sedan.33,000 31’Uniflite, f/b, cruiser.35,000 32’ Carver sedan cruiser..44,900

32’ Trojan sedan cruiser.59,500 32’ Luhrs, single dsl. sports fshmn.30,000 32’ Grand Bank^.54,500 34’ Californian, sedan twlr., twin 854 from 55,000 35’ Roughwater trawler, aft cabin, pilot... 59,500 35’ Bluewater tri-cabin.72,500 40’ Cruise-a-Home. 45,000 40’ Bluewater sedan.100,950 40’ Bluewater sports sedan.110,000 40’ Bluewater tri-cabin.92,000 42’ Californian, twin Perkins 185 hp.125,000 43’ Delta Clipper houseboat.66,750 44’ Gulfstar, f/b, motor yacht. . .199,000 44’ Marine Trader trawler, twin dsls.120,000 47’ Chris Craft, f/b, motor yacht.174,000 63’ Mathews motor yacht, twin dsl.300,000 65’ Blanchard, GMC-f71, 165 hp.185,000

FIRST-OF-THE-YEAR SPECIALS!

WHILE NOR UDE S0TPI5 P

SOATSUUDeHS SUPPLY CO. FORCE 10

YALE NYLON BRAID DOCK LINES

KEROSENE CABIN HEATER

Stronger, lasts longer & easier to handle than 3-strand nylon. Professionally pre-spliced with 12” eye, whipped & served at throat & bitter end.

Stainless steel & bronze construction with brass trim. Vented, pressurized. 6000-9000 BTU output, comes with deck cap.

List: $215.00

SAVE 33%!

Sale: $199.00 INSTRUMENT COVERS

Lrg. Compass Cap

$15.95

Sml. Compass Cap

$14.95

Instrument Cap

$13.95

$13.95 $12.95 $11.95

MARINE LIGHTING Be Seen. Be Safe. Be Legal. New navigation lights designed, tested & certified to meet the International 'Colregs’ Law. Don’t take a chance on losing your rights with illegal lights, we stock ali types & sizes for boats up to 65-ft.

Prices Start at only $12.95!

LIST $13.25 , 14.50 16.75 17.50 19.25 23.00 29.50 ■ 34.00

SIZE 3/8”x10’ 3/8"x15’ 3/8’’x20' 1/2”x15’ 1/2”x20’ 1/2"x25’ 5/8”x20’ 5/8”x25’

Protect your expensive instruments from the damaging effects of the sun. Two sizes of com¬ pass covers & one size instrument cover to fit most of the popular brands. Boat Show List Special

WE ARE NORTHERN CALIF. DEALERS FOR: MONITOR & AUTO-HELM VANE GEARS These are two of the best vanes available & the are made in Calif., U.S.A. The Monitor is a servo-pendulum type vane gear — the most powerful. It steers your boat directly through the tiller or wheel. The Auto-Helm is an auxiliary rudder type vane w/sizes for most inboard rudder yachts. It is totally indepen¬ dent of the boat’s steering & can be used as an emergency rud¬ der. Call for model & price to fit your'boat. .

SALE PRICE $ 8.89 9.75 11.25 11.75 12.90 15.49 19.75 22.79

OFFSHORE MANUAL ANCHOR WINDLASS Dbl. acting, polished bronze const, w/ s/s shafts & gears. Removable handle is also used for en¬ gaging the clutch on the chain wildcat, allowing independant use of the rope gypsy & braking when dropping anchor. Chain stripper & deck pipe with cap are incorporated into the base of the if windlass.

LIST SALE $59500 $63500

$659°° $699°°

WIDGIT MARINE — MAST RIGGING PLATE No more holes drilled in the deck to mount boom vang, reefing, halyard lead blocks, etc. Manufactured in H/D Stainless Steel to fit mast sizes from 3.5”x5.5” to£’x1i”. Priced from $45 to $65.

DELUXE RECREATIONAL FRIDGE & FOOD WARMER

BOAT SHOW SPECIAL!

KOOLATRON Portable electronic refridgerator. Uses space-age thermo-electric solid state heat pump — only one moving part! 1.2 cu. ft. capacity holds over 40 lbs. of food or 8 6-packs. Rugged beige ABS case w/non-corroding hat¬ ches/handle. Fully adjustable thermostat — can even be used to keep hot foods hot at the flick of a switch. Great for those fall/winter outings! Operates on 12 vdc w/pwr. cord (incl.) List: 189.95

$169.00 (incl. freight)

SIZE 4x16 5x20 6x26

MONTHLY SPECIAL!

UTILITY BOAT FENDERS SPECIAL $ 4.99 6.99 11.99 SAVE UP TO 35%//

CRUISING DESIGNS - “THE REEFER” Reefing/Furling System designed to work on almost any main or jib. Now even lightly crewed boats can takeadvantage of large sail areas without the fear of being overpowered in variable wind condition's. Features: Easy in¬ stallation & sail conversion — saves cost of replaceing existing rigging & sails; permits reefing & furling from the cockpit; unique halyard fitting eliminates swivel — no winches or cleats on mast — no halyard load.

Optional 12 vdc/1 lOvac Power Adapter: $29.95

BOATBUILDERS SUPPLY CO.

Models for 18-55 ft. boats — <j^ y£

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page 53

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HELPING HAND You know how non-sailors think you’re a millionaire just because you own a 'yacht’? Well, lots of folks, sailors included, have similar false impressions about the marine business. The truth of the matter is that they are virtually all relatively small family businesses, businesses with close ties to the community’s they are in. We received a letter a while back about one such business reaching out with a helping hand for the less fortunate in their area. We’d like to share it with you folks. □ HELPING HAND Stepping Stones Growth Center for Children with Retardation has developed an innovative job training program. We are funded by State CETA to train and place 10 mentally retarded young adults in part-time jobs in the private for profit businesses. Wages are paid by State Ceta for 6 month part-time employment in on-the-job training. Calling upon my major avocation and consuming interest in sail¬ ing, I looked around the Bay Area sailing community for a likely job placement. I called upon Sailboats, Inc. in Embarcadero Cove in Oakland, the largest outfit in the west coast. 1 explained the basics of the program to Sara Atkinson, Customer Service Representative. The young people would be trained to clean sailboats inside and out. Sara showed me ar.ound and I watched other teenagers cleaning boats. It seemed like work our students could perform. To try out a few applicants we practiced cleaning my Santana 22 for an afternoon. I let it get very dirty beforehand, not hard to do at Alameda Yacht Harbor. They learned to connect the hose, fill a bucket with soapy water, use a scrub brush and sponge, and rinse off the soapy water without drenching each other. Next step — getting to work. The two young women attend Ralph Bunche school in Oakland. The journey involved changing bus.es downtown and walking over an overpass across the Nimitz to Embar¬ cadero Cove and Sailboats, Inc. After 5 days, the students could get to work in 30-40 minutes, unaided. A Stepping Stones teacher, Mary Rose, meets them at Sailboats and supervises their work for the first hour or so. They punch in, get their gear from their locker, load up their supplies, and are given their work assignment for the day. Usually the team of Melicha Williams and Karen Leeb can clean the topsides of a 30’-50’ yacht in

TALK TO THE SAILMAKER

a 2 hour period. Sailboats, Inc. is pleased with the work so far. In fact, they’ve ask¬ ed for 2 more workers. They report 100% attendance^so far, far bet¬ ter than the turnout of regular afterschool teenagers. They have also offered to underwrite the wages paid to Mary Rose for her time supervising. This works out well for all of us. The students have a familiar person to turn for advice, and Sailboats can use their own staff to do more advanced boat maintenance instead of supervising. We’re really proud of the way one member of the Boating Industry has cooperated to give handicapped people a chance to learn real job skills. The parents are very pleased that their children are ac¬ cepted, and can work in such a pleasant environment. Mary Rose and I are delighted to supervise in an outdoor setting with many of¬ fers to take us all out sailing!

Marge Watson Stepping Stones Oakland

If any readers would like to find out more about this program, Marge can be reached at Stepping Stones, 836,1044 or 834-3990. page 55

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SIGHTINGS

boat show quiz time again

Can you guess who this well-known and re¬ spected bay area yachtsman is? We’ve rip¬ ped off this drawing of him from a Lyle Gallo¬ way Christmas card that was sent to us. We’ll give you a couple of hints: 1.) The above drawing is a good likeness of him. 2.) He’s owned and opera¬ ted a bay area boatyard for 25 years. 3.) He’s the featured speaker at the Metropolitan Oakland YC’s 4th and final seminar of the winter. You can mull over this quiz until late in this piece when his identity will be revealed. Speaking of the Metro YC seminars, we attended the jam-packed second of the series oh December 17th. Warwick ‘Commodore’ Tompkins was the featured guest and showed a movie of his father’s German pilot schooner, Wanderbird, rounding the horn more than 40 years ago. It’s a great movie you ought to see if you get the chance, and features ‘Commodore’ and his sister at the ages of 3 and 5. They slip up and down the mast, the stays, Out on the pulpit, and in general play in such a way that would terrify the modern parent. The topic of the evening was supposed to be ‘Tuning’, and after the movie words were spoken to that effect. Those of us who had come to the seminar expecting easy answers to sailing success were sorely disappointed. The Commodore’s basic message was: “You have to learn the principals and ex¬ periment. You have to work hard with your muscles. You have to work hard with your head. And, you have^to work hard at the office to pay for all of it.’’ He cited the campagin with Bob Cole’s 52-ft. Farr design', Zamazaan, as an example. Not only did the crew constantly experiment to become familiar with the boat and getting it sailing well, but they continued to experiment even after they were winning, continually trying to improve the performance. The third Metro YC seminar is January 7th, and features noted helmsman Tom Blackaller. Over the years, Blackaller has had fabulous success with his beloved Stars, and other one-designs, with level rating boats like 6-Meters, and is in constant demand around the world to drive ocean racers. Tom will speak on the subject of ‘Windshifts and Sail Trim’, and will probably be willing to field questions on driving a boat, and other marginally related topics. Final speaker of the Metro YC’s series is the gentleman in the drawing above, Hank Easom. Hank, who has little inclination to sail in the ocean, has enjoyed great success over the years with his Meter boat, Yucca. He is often called upon to serve as local knowledge’ for Windward Passage and other noted racers during important bay events. Hank will be speaking on ‘Tides and Tactics , a subject dear to all of us who sail the bay. Hank will be speak¬ ing on February 11th. Both seminars start at 7:30 at the Metro Oakland YC, located at Jack Lon¬ don Square. Park in the merchant’s lot and validate your parking at the club. Admission is $4 and well worth it, but we recommend you arrive on time, as the last seminar had folks bulging out the doors, and we’d expect Blackaller and Easom to draw even bigger crowds as word of the seminars spread.

The San Francisco Sports and Boat Show will be held January 9th thru the 18th. The location is the beloved and luxiurious Cow Palace. Take a suggestion from experience and don’t go on weekends or Friday even¬ ings unless you’ll have absolutely no other opportunity. It’s a madhouse then and you’re likely to go bezerk. Monday, Tues-

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SIGHTINGS

starts jan. 9 day, Wednesday, and even Thursday after¬ noons and early evenings are much better. You’ll get a chance to look at the boats and equipment at something resembling a leisurely pace, and talk with company representatives who haven’t misplaced all their sanity. Enjoy yourselves, but don’t eat the food.

the loran ranger The Coast Guard now has a toll-free number for any mariners wishing to obtain more information about the Loran C navigation system. The number is 800-622-0841 and our itching dialing fingers involuntarily dialed ‘de number’. We got a tape recording and left our name and number. An htour later Commander Sherman in San Francisco called us back and answered all our Loran questions like he was ringing a bell. The most in¬ teresting response we got was to the question of how long Loran C would be around before it was made obsolete by some other system. Commander Sherman reported that there are already plans for a global navigation system using stationary satellites — unlike the Department of Defenses current Sat. Nav. system which uses orbiting stations. However, the decision to go ahead with the new bigger system won’t even be made un¬ til 1985, and it will not be implemented until 1995 at the earljest. So folks, you can buy Loran C with the confidence it will be around a while. You can also dial the Loran 800 number with confidence that you’ll get clear answers to your Loran questions.

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page 59

The line drawing here is of a Freedom 65, a boat being built in England so that Rob James may sail her in the 1981/1982 Whit¬ bread Around-theWorld Race. As you may know, the Freedom 65 is the big sister of a number of other smaller Freedom’s, all of which sport the unstayed masts with double-luff wraparound sails. Rob James has run into a problem with his entry; nobody will give him an IOR rating. Officials decline because of the design (actually the rig) doesn’t meet some of the l.O.R. requirements. For example, the double-luff 'wraparound sails are illegal; th6 boat doesn’t have a bonafide forestay; and the Freedom 65 has three masts, apparently one too many. As you might expect, after the effort that has gone into the project so far, James is a little whizzed-off. After all, the I.O.R. is supposed to be something of a developmental rule, and under I.O.R. rule 101 they do have the power to “award such a rating as considered appropriate.” James feels it’s chickenshit that the IOR doesn’t give him a rating, even a lousy one, just so he may be a legal entry in the race. We think James has got a real good gripe. At this point we sure don’t know what to make of unstayed masts, but we think head-to-head competition with hot I.O.R. boats going around-the-world would provide some dandy comparisons. Denying the boat an I.O.R. rating — even a lousy one — puts the I.O.R. community in the silly position of ap¬ pearing to be afraid of the rig. Ease up, guys.

SIGHTINGS guadalupe singlehander While John Lennon lay dying in Manhattan, birth was given to the Pacific Singlehanded Sailing Association (P.S.S.A.) in Marina del Rey. We stopped by this first general meeting at the South Coast Corinthian Yacht Club and immediately recognized characters from previous Singlehanding Sailing Society TransPacs. There was Dan Byrne who sailed his Valiant 40 in the ‘80 race and is the first commodore of the P.S.S.A.; Mike Kane who was first to finish in ‘80 with his trimaran, Crusader; Karl Burton who sailed his Colum¬ bia 57 in the ‘78 TransPac and broke his ribs; and, Peggy Slater, a pre-S.S.S. trans-Pacific singlehander whose Hanalei house was used by the ‘80 race committee. This first P.S.S.A. general meeting drew about 100 interested parties on a Monday night, most of them middle-aged, most of them male. The main topic of discussion was the association’s first race, a 610-miler starting in Marina del Rey on February 14, 1981. There’s only one mark in the race} Guadalupe Island, some 150-miles off the west coast of Baja; you take it-to port and head back for the Singles bars. We expect they’ll be a good turnout of southern Californians, and Commodore Byrne mentioned that among others, Bill Cannon, George Gombasy, and TransPac winner Bob Counts of northern California have all expressed an interest in sailing. The Guadalupe Island course will be a good test of the entries} all-around sailing abilities. Prevailing winds promise it will be a 310-mile run down to the island, and a 310-mile beat back to Marina del Rey. The course is far enough offshore to be clear of most shipping lanes and where nice breezes blow. In previous crewed races to the island, precise navigation has been essen¬ tial to a good performance. Guadalupe has peaks as high as 4,000-ft., but the sky is frequently overcast and veterans say the island is seldom visible from more than 15-miles away. The overcast makes celestial work less than a sure thing; RDF’s won’t help because the nearest station beacon is nearly 200-miles away at Pt. Loma; and, depth sounders won’t help because the ocean floor is over 100 fathoms as close as lV2-miles from the island. May your dead reckoning be right on, because neither Loran nor Omega will be allowed. i At the southwestern tip of thfe island is a narrow cut, that if sailed between, can save about five miles. Those who have risked going through say it’s the highlight of the course. A race pre-requisite is a 200-mile singlehanded passage in the boat each skipper plans to take. A loosely organized 200-mile qualifier has been plann¬ ed around Bishop Rock from Marina del Rey on January 16th for those who need to fulfill the requirement. Entry deadline for the race itself is January 24, 1981. Boats will race under PHRF and must be between 20 and 57-ft. LOA, and if there are enough en¬ tries, there will be divisions for ultralights and multihulls. Race fee is $35 for P.S.S.A. members and $50 for non-members — both include a full moon for the beginning of the race. You should have all kinds of company for the leg down, as the Del Rey YC’s Puerto Vallarta Race will be using the same starting line just two hours later. For further information and race requirements, phone (213) 393-8053, or write P.S.S.A., at P.O. Box 9181, Marina del Rey,'California 90291.

friday nite flicks The Berkeley YC’s successful ‘Friday hlite Flicks’ program resumes on February 6th. The first presentation is Bernard Moitessier’s 45-minute movie, The Long Way, about his marvelous singlehanded voyage. Bernard will be narrating in person. We’re certain they’ll be a big demand for tickets, which are $2.00, so get ‘em while they’re hot. Call Chris Kafitz early for information at 524-9655. The evening starts at 1800 for those who’d like to drink a few or have a $3.50 spaghetti dinner. The location is, of course, the Berkeley YC at the Berkeley Marina.

the monetary conWe received the following press release from BUC International, a Fort Lauderdale organization that for years has been publishing various yachting surveys, most notably a ‘Blue Book’ for brokerage boats. Whether or not the Monetary Control Act of 1980 will actually increase the availablity of boat loans is something we’ll be looking into during the upcoming months. But for now, have yourself a read:

December 31 marked the end of 1980 and the beginning of a number of banking changes for all of us as a result of the Monetary Control Act of 1980. In addifjon to the creation of interest-bearing checking accounts for all financial institutions, a major change will be the advent of enhanced con¬ sumer loans, to include boat loans, for sav¬ ings and loan associations. What this means to manufacturers, brokers, dealers and others in the recreational boating business is that the attractiveness of boat loans could be thrust into the forefront of activity as banks and thrifts compete head on for new customers. As a result, it may be much easier to get a boat loan in the 80’s. The S&Ls, which are offering checking accounts for the first time, will be making dramatic appeals to current bank customers to switch over their accounts. Banks, in turn, .will be providing incentives to customers not to defect. This is where boat loans become a significant possibility, according to Walter J. Sullivan, III, president of BUC International Corporation, the Fort Lauderdale-based market research company and publisher of the BUC New and Used Boat Price Guidelines. Sullivan has been receiving more inquiries from financial institutions recognizing the impact of the new deregula¬ tion legislation. “Savings and loans are looking with a great deal of interest at boat loans now that they have the opportunity to offer consumer loans,” he said. “The S&Ls are going after the lucrative and risk-free boat loans that have been outside their grasp until now. Meanwhile, there has been a tremendous in¬ crease in interest from banks which had maintained low profile boat loan programs. Considering the ^current state of the economy we can only attribute this increased interest by banks to the threat they anticipate from S&Ls,” Sullivan continued. “We ex¬ pect banks to be more agg^ssive in their at-

trol act of 1980 tempts to retain customers and many of their new programs will include boat loans to be sure.” Why single out boat loans aS/Such an im¬ portant factor in the overall lending picture? “Because of the ^substantial number of peo¬ ple, involved in recreational boating,” ex¬ plained Sullivan. “After a home and car loan, the prospect of buying a boat on time becomes a very viable alternative.”'1 Sullivan said that “even though the size of the boating population itself represented a significant factor for loan consideration, the quality of boating people was even more im¬ portant. It’s been recognized for many years that a good many boating participants are people of substance,” he emphasized, poin¬ ting out that boating is synonymous with high caliber individuals. “Quality people represent high-quality loans. It’s an undeniable association. The timing is now,” he added, “and both banks and S&Ls will be implementing aggressive boat loan programs

LATITUDE 38

more frequently in the future. One of the best reasons for a boat loan program, said Sullivan, was the extremely low repossession rate which over the years has been practically unmeasureable. Another reason for the desirability of boat loans is the rapid turnover of boat paper. “Even though a period of 120 months is the normal term of aboat loan, most debts are settled within only 32 to 36 months. Sullivan pointed out that many boats are bought by professionals and business ex¬ ecutives who have large sums of money in¬ volved in various other banking or S&L tran¬ sactions. “These are busy people and they expect the place where they bank to handle all their financial needs. Consequently, banks, finance companies, credit unions and and savings and loan associations with established boat k>an programs will win the allegiance of these busy decision makers.” The latest statistics on the boat loan marketplace will'be available in a survey to be released in January. This comprehensive study, BUC International’s 17th annual Boat Financing Survey, will include the average type boat financed, terms of the typical loan, average paper turnover, and delinquency and repossession rates. The survey will be free to survey respondents, and all others may obtain a copy of the detailed study for $25 by writing to BUC International Cor¬ poration, 1881 N.E. 26th Street, Fort

Hang in there, it’s only a few months more before the warm weather returns. Get your boat prepared now, and be ready for the fun, fun, fun.of the sailing summer of 1981.

Lauderdale, FL 33305. /

page 61

SIGHTINGS *9 sc 50’s to vallarta? During the gringo chilly season there are five Mexican towns that serve as the finish lines for U.S. starting ocean races. One of these, Puerto Vallarta, is probably the favorite destination. Consequently, it’s no small surprise that the Del Rey YC’s 1981 Puerto Vallarta Race has attracted a bumper crop of 66 bogts requesting entry information. At the top of the list is Ragtime, which holds the course record of five days, four hours, and three minutes — better than nine knots for the 1,125-mile course. In addition there’s the 84-ft. Christine, the 69-ft. Drifter, and the 67-ft. Merlin, although the latter may end up in the Cabo San Lucas Race. There’s a formidable second line of boats which seemingly will run as a one-design class. Seven — count’em, seven — 'Santa Cruz 50’s have in¬ dicated they want to enter, and two more have expressed interest. (Heck, we didn’t even know that that many had been built.) Of these 50’s, Stuart Kett’s Octauia out of Watsonville is the only local entry. ' Firm northern California entries include the lovely 59-ft. Swiftsure with Jim DeWitt running the show, and the C&C 38 Bones V owned by William Chapman of Stockton. Others who have expressed interest are as follows: Killer Duck, Wylie 34, George Craemer; Sanguind, Cal 39, Gerald Jensen;’ Pericus, Cheoy Lee 47, John Williamson; Zamazaan, Farr 52, Bob Cole; Front Page News, Santana 35, Jerry Ryan; Rolling Stone, Burns 35, James Richmond; and Montgomery St., Cal 40, Jim Denning. Dick Pino and Sam Bonovich, who hobbled in to the Del Rey YC with a rudderless Santana 35 after the start of the Kauai TransPac both indicated interest in the Puerta Vallarta Race at the time, but officials haven’t heard from them since.

Bill Maudru in¬ forms us that he has formed a syn¬ dicate and has chartered Mike Kane’s 55-ft. tri¬ maran Crusader for this April’s Ensenada Race and July’s multi¬ hull TransPac. Crusader you’ll recall, was sailed by owner Mike Kane to first place in the Singlehand¬ ed TransPac. Maudru already has three members of the syndicate, and is looking for three more, hopefully from northern California. If taking a shot at the all-time TransPac record sounds interesting to you, you might give Bill a call at 583-8505 (work) or (408) 446-0191 (home)..

reader survey How would you folks like to do us a big favor? We’d be ever so grateful if you take a few minutes and fill out the ‘Reader Survey’ we printed on pages 23 and 24. After filling it out, simply fold it over and drop it in the mail box — the postage has already been paid. We in the editorial department would rather have used the page for editorial copy, but the folks in advertising — who pay the bills — say the survey is something we’ve got to have. The people are reasonably nice, so what the hell, why not fill it out this one time and maybe they’ll leave us alone for another couple of years.

5 24’s for the It was back in 1969 that the St. Francis YC indicated renewed interest in 6 Meters; they did so by squaring off with the Aussie in the Australian/American Challenge. It was the activities of these two groups that got world 6 Meter activity rolling again during the ensu¬ ing 12 years. During this period the St. Francis YC Syn¬ dicates have built and campaigned St. Fran¬ cis V, St. Francis VI, and 1979’s Gary Mulldesigned, Bill Lee-built, St. Francis VII. Tom Blackaller was helmsman for all these Australian/American Challenges, and if our memory serves us correctly he has never lost a series or even a race in that competition. (St. Francis VI did finish second in the World’s to Pelle Peterson’s Irene in Seattle, however.) Blackaller has decided that it is time to step down and recommended to the St. Francis’ newly formed 7.2 Syndicate

new rules New rules. In the fall of last year the Inter¬ national Yacht Racing Union got together in London to diddle with the rules, and then the United States Yacht Racing Union brought them back to the states and approv¬ ed them. No real big changes to the average sailor. They decided that you can now be thrown out of a competition right away for having advertising on your boat. Previously, you had to be issued a warning. It was decided that the 720 penalty rule would be altered. You may now — well, as

SIGHTINGS s.f. waterfront development San Francisco’s Board of Supervisor’s and Redevelopment Agency gave approval, in late December, to initial plans for an ambitious new waterfront renovation project. The project is called the Rincon Point-South Beach redevelopment, and it involves some 85 acres between the Ferry Building and China Basin. The project calls for two parks, 2500 housing units, a hotel, and a 400-berth small boat marina. Estimated time and costs for the completion of the project were 10 years and between $50 and $100 million; count on 15 years and about $750 million. Four members of the Board of Supes voted against the project. Their primary objections were with the control that would be given to the Redevelopment Agency, which has still not renovated areas of the Western Addition where new housing was supposed to go up some 15 years ago. They also objected to the use of tax increment bonds rather than letting private companies do the developing with their own financing. While the project has gotten initial approval, San Francisco is way behind a good many smaller bay area communities who are developing waterfront facilities — including marinas — at a remarkable clip. We’ll have a feature report in the February issue.

7.2 syndicate 6

select John Bertrand; Laser and Finn phenomenon to take his place as helmsman. Bertrand, a 24-year old member of the St. Francis YC, selected 4 other St. Francis 24-year olds: Paul Cayard, Craig Healy, ' Ken Keefe, and Steve Jeppesen. All have sailed together for the last ten years in big and small boats, and we’ll have a profile on the group in the February issue. Blackaller

shake, rattle, smash <Sb crash

will stay on as coach. One hundred thousand dollars is being raised by the 7.2 Syndicate to campaign St. Francis VI. The racing schedule includes the 6 Meter North Americans in May, 1981 in Newport Beach, CA; the 6 Meter Worlds in Constance, Switzerland in August of 1981; and, the Australian/American Challeng Cup in New South Wales, Australia, in February of 1982. We wish them luck.

There wasn’t much stormy weather at the end of 1980, but you can be sure there’ll be a storm or two in these first few months of 1981. We want to remind you folks that it’s high time you’ve been down to your boat to make sure she’s snug in her berth and that all her dock and spring lines are in good shape. Strong winter winds come from the north and the south, and your tie-up for the summer westerlies may not cut it. On occasion lines will loosen up, boats start to rock and sometimes will lock horns, so to speak, as the Catalina 30 and Yankee Dolphin did in the photo above. This isn’t a good thing, because it usually ends with dollar bills departing your wallet. While you’re down at the boat checking your lines, take a few more mintues to fire up the engine, and turn on depthsounders, autopilots, knotmeters, and all your other equipment. Idleness is the Devil’s workshop,

for racing of April 1 when the rules take effect — do a 720 and still be protected — previously do¬ ing a 720 was an admission of guilt. OneDesigns Association Sailors and others who race with the 720 rule should take, note. Other changes involved an Olympic scor¬ ing sytem, the amount of wet clothes a dinghy sailor could wear, and the number of ‘oodles’ and ‘pumps’ allowed to help a boat get surfing: If you ooch, pump, or inten¬ tionally wear wet clothes sailing, check up with your group for changes in the rules that affect you. page 63

and it’s hell on marine equipment, too. >

SIGHTINGS mazatlan race You needn’t have a lot of wind to have a great yacht race, and this year’s 1000-mile L.A. to Mazatlan race proved, it. This was the 19th running of the Los Angeles YC event, and in the days immediately following the November 7th start, it first appeared the fleet would set a record as being the slowest ever. Leaders of the 31-boat fleet — leaders mind you — were averaging less than 100-miles a day during the first three days. It was so slow that race of¬ ficials feared it might last so long as to interfere with the start of next July’s TransPac. But it didn’t. When the winds finally picked up some 750-miles down the line, the fleet was so close together, boats were sailing over each other’s garbage. Two hundred-miles from the finish, the leader was Brad Herman with his Santa Cruz 50, Secret Love, from the DeLRey YC. Not a mile behind him was a Long Beach YC syndicate in Ragtime, a longer ultralight that holds th^ course record. You’d have to figure that the longer Ragtime could make up that one-mile during the next 200, but she didn’t, and Secret Love sailed away with line honors. Ragtime was second, and Nite Train, another Santa Cruz 50, finished an hour later. In long, light air races it’s generally the smaller boats that do well in the fleet, and this race was no exception. The first five finishers in Class D were also the first five finishers on corrected time. Overall winners were Dennis Conner (out on the ocean after sailing 12’s in circles for a year and a half) and Chuck Hope in their Peterson 38; Dust ‘Em. Second was southern California boatbuilder Dennis Choate in his 40-ft. Sixpense (Choate won the last TransPac with his 48-ft. Arriba, and his Bigwig won the Rheem Division of , the Big Boat Series this fall.) Third place went to Sunburst, owned by George Richardson of the Cabrillo Beach YC. There were three northern California entries in the race, but none of them really got their weather. Dave Fenix’s Holland-designed 45-footer, Pegasus, out of the San Francisco YC took third in Class B and twelfth in fleet. Arch Marez’ Swann 44, Avril, sailing for the Santa Cruz YC took fifth in Class B and forteenth in fleet. Rolfe Crocker of the San Francisco YC drove Scaramouche to third in Class C and ninth in fleet. Rolfe won northern California’? Da'nforth Series earlier this year.

" orca • December 16th was a great day to be at Ocean Beach. The weather was like summer, and besides a group called ORCA, (Ocean Rescue Consulting Associates) was putting on a surf rescue demonstration for about ten Central

radioactive We suppose everyone is aware that about 55,000 barrels containing radioactive waste were dumped near or on the way to the Farallone Islands between 1946 and 1970. Experts today concede that maybe it wasn’t such a good idea since the contents of the barrel will remain radioactive long after the barrels have deteriorated. Lest we feel too sorry for ourselves, it turns out ours.isn’t the only spot off the coast of California to be polluted in such a way. An unknown number of barrels of low-

what do Our friends at the Coast Guard are con¬ sidering changing the characteristic of the Point Bonita Light to allow for the use of more modern optical equipment. The altera¬ tion would make Bonita a flashing light every ten seconds instead of the present occulting

welcome to the

Coast public safety agencies using special Avon Spitfire inflatables with 25 h.p. Evinrudes. You wouldn’t have believed the people who turned up. Firemen, Coast Guards, Rangers, and other public service folks, including one guy who — no kidding — wore a bullet clip around his ankle. Musta been a narc. Then there were all sorts of unofficial representatives of the public. Surfers, sun worshippers, drunks, bums, degenerates — the usual Ocean Beach crowd.

Last month we made mention that the Sausalito Cruising Club was welcoming guests during weekends, and that they were just one of many clubs extending such hospitality. The Sausalito Yacht Club — an entirely different entity from the Cruising Club — wants you to be aware that they are one of the other clubs opening their doors to club affiliate yachtspersons. Frank Mora says the bar and galley open at 5:00 p.m. on Fridays, and open at noon on Saturday and Sunday.

LATITUDE 38

cqr’s level radioactive wastes were also dumped at three different sites some 6 to 30 miles south of Santa Cruz Island off the coast of Santa Barbara. Because the stuff was considered ‘garbage’, precise records of what was dumped where were not kept. Because of the potential danger, programs are now being set up to monitor the sites to see if they start to lead radioactivity. Mean¬ while we’d recommend you let your anchor drop if you pull it up and it glows.

you think? white 4-second light. The light is currently visible for 18-miles, but with the new equip¬ ment woul dincrease to 25-miles. The Coast Guard is waiting to hear from you, so write them at 630 Sansome St., San Francisco, 94126.

sausalito yacht club According to Frank: “We are one of the friendliest clubs on the bay, have a fine cocktail lounge and a galley that serves ex¬ cellent food for a very reasonable price.” The Sausalito Yacht Club is located next 'v * to the Sausalito Ferry Terminal and has some dock space and mooring buoys, and if you call ahead we’re sure they’d be able to work out some space for you. If your club wants to get in some words about visiting policies, just drop us a line and we’ll be glad to run it.

There was one woman who walked around with three small American flags in a brown bag and asked all former Navy personnel for their autographs. Larry Gibson and Dave Nagle, who are ORCA, started off slowly. They could have used a mike to address fhe crowd; they forgot their handouts; some of the firemen had to run off to a fire; and finally, the Ranger’s horse took a whiz that threatened to inundate the assembly. Everything went better once ORCA got into the water. Ocean Beach surf was uncharacteristically calm that day, but still had some goodsized waves. Yet these guys tamed them like nothing you’ve ever seen. The whole idea is that if the wave hasn’t broken, you just power over the top of it; if it’s broken, you run before the whitewater until it loses some steam and then quickly whirl back at it and ‘jump’ over. It’s a great spectator sport. They buzzed through the surf and surfers for awhile, and then did a rescue of a ‘victim’ out beyond the surf in nothing flat. The show-stopper was when they charged back out into the surf, and with considerable effort managed to intentionally dump the inflatable. They promptly paddled in, took the engine off, and after about 10 minutes work took one pull and that sucker Evinrude started right up. (It only ran on one cylinder, but it was an old engine.) Impressive stuff, and a fun day at the beach. These guys are experienced and have special equipment, so don’t be trying this stuff yourself unless it’s in desperation. The ORCA guys cap be reached at (707) 785-2872.

winter classes The Bay Area Marine Institude of San Francisco will begin its winter ses¬ sion of adult education classes on January 12, 1981. The courses are of special interest to owners and potential owners of small craft. They include: Celestial Navigation Basic Marine Electricity for Boats Fundamentals of Boatbuilding Lofting Marlinspike Seamanship The Rules of Yacht Racing

Advanced Topics in Celestial Navigation Fiberglass Repairs and Construction Gas and Diesel Mechanics Marine Surveying Piloting and Coastal Navigation Coast Guard Operator’s License Review

Tuition fees range from $40 to $160 depending on the course. Classes are held one night per week, Monday through Thursday, from 6:30-9:30 p.m. at the BAMI facilities on Pier 66. Early registration is recommended as some courses, particularly Boat¬ building and Marine Electricity, are very popular and fill up early. Additional information, course outines and enrollment forms can be obtained by calling the Bay Area Marine Institude at (415) 552-4500.

POSTMARK

Ever wonder what cruising might do to your brain? Like will it make it go soft? The answer is yes. Here's proof in the form of a letter from Puntarenas, Costa Rica from our old cruising friend, Max, on his Bounty II, Maverick. Max’s grey matter was never too hard, you understand, but as you dan see from this verbatim letter, his brain no longer has the consistency of even Crest.

I gues 1 must be one of the most pennhappy peaple you probably know, but as 1 told you when I was last In Sausalito I have to be in a very special mood, plus we do have a very definit improvement on Maverick and that is a portable Olivette Typewriter, wich we picked up at Veras parents house in Los Angeles. The thing is gerat, in the past 2 months I have written about 8 letters to verius peaple wich is not very much but it is a very definit improvement. Special mood that I am in is that I am quite drunk on not anymore cheap Costa Rican Rum. Probably yo might have herad a few

since we left Sausalito and has never bean scrubbed and you know exept for a few barnicels?, on the water intakes and drains and lots of them on the propeller the bottom was essentialy clean but I dont think it would have lasted one more Month. A good friend of ours Fred on The Yacht Rahnguild out of Sacramento sais he does not yalk about

things about us and also 1 wanted to fill you in personaly just so things don’t get outraugesly distored. By the way this typewriter has one problem, it does not know how to spell. But then waht do you ex¬ pect out of a whop! * Things are good here and actuaiy are get¬ ting a littre better as we get used to cruising again (our vacation was way to long and too expensive.) You know more or lesss our finantial situation wich is more ex pensive then the U.S. one egg cost about 16 cents. MMM Anyway a while back we houled Maverick out wich had bean in the water

Sipping away your sor¬ rows in Cen¬ tral America.

.Politics , Religion and Anchors and I have to add -bottom Paint- .! But 1 will tell you about a few other things some good and some are gripes eaven though You might not mention them in Lat 38 for obvius “jurnaiistic” reasons.' just after houling out and since we had paid for the whole month for a mooring at Pacific Marina here in Puntarenas the moor¬ ing shakle broke while , we were in “Town” shopping actuaiy we where at the local Bar drinking cheap ( one $ ) beer. By the time we got back Maverick was allready one foot out of the water with a fast flowing ebb (4Knts) within 4 hours Maverick wos totaly out of the water so we sat on the boat drink¬ ing Rum resined to spend the next 8 hours in the mangroves being eaten up by moskitos , when pritty soon a couple of dinghis came over from othe boats .picked us up and we had Maverick going high and dry party. ( about 40 peaple ,where there) By the time 1

PUNTARENAS

got back to the boat to wach her rise again 1 did not feal a thing. The Marina operator( Pacific Marina) which is run by americans are houling us out at there expenses and repaintin our bottom , at wich time I will repalce the sending unit of the VDO knotmeter/log.Which brings up a subject, the VDO is absolutly great,it has bean

acurate and has required a minimum of maintenance. But if thay could keap anchor and mooring lines from rapping arround them and braking the underwater unit totaly of it would be gerat, cost af that unit abt 100$ U.S.. I am still thinking aback at the mony wasted with supposetly professional peaple in California. I was charged 125$ for restiching and repalce windows in the dodger, all the great dacron stiching has tota¬ ly fallen appart and has started doing so only one month after we had left gues wrong set¬ ting on the Machibe anyway Vera and I have spent endless ours passing the neadle, finaly

left and 5 days after it had bean reinstalled. b. ) Starter :Casing was not bolted down tight, and Bendix fell totaly appart because of an undersize cater pinn. c. ) Carburator. Cracked Float (soderd in Santa Cruz) and missing washer on supply

we had it restiched here for $ 35. The engineering peaple in San Raffael who rebuilt the starter, alternator, and carburator af my decrepid Atomic four charging me exhorbitant profesional rates, thay shuld

jet. of Course all this is not there mistake but mine, I shuld have all done it myself and hot trusted the “Professionals”. You know thay don’t- go nay farther then there shittfer therefore thay don’t care if a poor Basterd might get in to danger because of there pro¬ fessionalism. You do remember what 1 had to go thrugh with a Previus Boat. Anyway I got this one out of my sistem. Now I feal Good. Just picking up a few extra hundred dollars rewiring a boat wich blow up a disel. Few days ago we where invited to a wedding aniversary, on a Boat Called the

be shot. a.) Alternator whent out one day after we

Cocous Nest(Cocu like the bird or the 'famous S.F. Play) and would you belive thay

page 67

served Escargo in butter garlic sauce and had the necessary tools gues boats out of San Fran have class. Well you know 1 am sittin here it is close to

Maverick's knotmeter ain't lyin', she's flyin'.

Fred and his fritzed Ford.

midnight it is pooring like piss outside (like it does every day in the afternoon and even¬ ings) and 1 am lissening to a tape of Buffet that was given to us from the boat Nunki a triton wich now is in the carribian a I am kill¬ ing my last remaining baterie. But I am lighting the paper with Costa Rican Candels. Yes all our Eateries exept our emergency one have gone flat because of leaving the boat here for same time unattended. Anyway gues you get burned all over the place, we had the Bateries rebuilt to save about 50 $ and after 2 weeks they went dead took them back and thay were rebuilt one more time , lasted 2 weeks and we'nt dead went to the police and since I will shortly have filing a complaint would not have helped but they went and kind of talked to the baterie man and he is reubilding them one more time but I have no hope that ^hey will last much longer then 2 weeks so 1 gues what I earn with the wiring job I’m going to have to buy-a new baterie and they are verrry expensive ( 75 amp/hrs to 120 Dols.) Anyway such is life in the Tropics. During the day it is about 88 degrees in the Shade

and verry Humid in the evening after a good '"rain temperature drop to aboqt 75 and sometime I have to put on a sheat at night. Here in Puntarenas we had up to 60 boats in the past two months or so. Kialoa 2 was by for a few days for preprovisioning and drop of some crew and I managed to fix there loran C and got a good talk with the delivery crew. You might sea her up in Sausalito at Pelicans in a few weeks and of course by the time you get this letter she might be allready there. Lots of boats that where in Baja when we were there are here now or have left in the early part of the Year. Jennie with skipper Neal from the Bay area is now in new Jersy and Planing to go north after replanishing cofers and finding the perfect crew. He singlehanded from Baja to N.J. after splitting up with his wife in Baja. Ingo and Esperanza with his homebuild Cascade were last reported leaving bermuda for the Azores and then to Germany thay are out of San Fran. Fred hnd Debby on Rehnguild are in the process of rebuilding there ford diesel that died and are going to

Vera and Debbie.

o Z LU N X <

Cuckoo’s Nest, a home-built Freeport 41 from Pete's Har¬ bor, Redwood City. Tom. Anne. Moose. And Janet. They take turns being captain and have had no pro¬ blems.

leave with us to Isla Cocos the Perlas Island and then to Panama after that they are headÂŹ ed for the South Pacific where they are going to spent 2 years and then ????????. Lots of boats from Southern Call , Hawaii Alaska swiss Boat and on and on. The farther you get the more international it gets. Understand from the Ham Radic that this year in Escandido (baja) there where only about lo Boats, gues now thet Mexico has put a definit and strict restriction on boats staying there (6 month after that you have to cime up with lo% of your bo^ts value or leave) But you know that is more or less universal eaven in Italy and Europ it is like that here in Costa Rica it is the same thing. page 69

Hauled-out at Pacific Marina, Puntarenas.

famouse every boat just about has a xerox Ncopy of the famous Lobster picture. One local offered me 50$ for an Issue. I did not part with it because the Mag is Free and also because it is the only one that I have, You ought to send a few copies to Pacific Marina every month. 1â&#x20AC;&#x2122;1 give you the adress. Peaple ( Yachties from both North and South Cal) devaur every issue that has bean Brought down. No otheR Comment some peaple come to me and say that they think thay have met me some place wich I denei and then they remember that they have sean me on the cover of Lot 38. 1 am a Star?. By naw you will have received hopefully

Central American cafe.

Taking about Ham Radio, two things : A. ) I deaply dislike peaple on boats that bootleg a license. If they are going to missue Ham Radio, the least they could do is pass the test. It is absolutly sad to here a Maritime mobil with a call sign that was issued 5 years ago not knowing the operating prosijure. B. ) 1 am off the air. one strand of the forestay went and thanks to Warren I was able to use his old one and with help of some

peaple that where coming here thay brought it down. (Gues 20 year old rigging,got to go sometime!) Guess 1â&#x20AC;&#x2122;1 have to keap my eyes open a little more and drive the boat a little less hard untill we get to Florida and replace the rigging. Anyway when I replaced the forestay the antenna wire had coroded and fell, apart and I have had no time to replace it. Gues the Article on Baja has made Lat. 38

POSTMARK PUNTARENAS

Vera up the stick.

some fillms take your pick. Also One more if it came out, (we killed out camera a few weeks ago when i flipped the dinghi making a famous surf langiG, 1 thought I had it down but 1 never hung ten and mijudged that one. No problem, Veras Sister sent us new Pentax with a few lenses to play with so we are back in bus.).anyway the film that you are supposed to receive has some neat pictures of Mauerick in the Mangrovs. There is lots more that Iâ&#x20AC;&#x2122;d like to write

about .like my impression on cruising for a year and a half, Peaple foood boooz and things and maybe alittle about sailing but I just about had it for now my two finger typÂŹ ing is defenetly better then hadwrighting but still it is tyring. My best to both of you hope you have a sucsessfull Racing season and I gues if you had the time we would love for you to spend some time with us. They now have special rates to Costa Rica and Panama. Hallo to all Our Friends Max Puntarenas, Costa Rica August 12, 1980

WHY HORIZON? /

'■

The main objective of Horizon is to bring world-class sails and sailmaking services to each local sailing area. We want you to walk in the front door of our loft and get truly expert advice in selecting your sails. Once your choice is made, the sails and services you receive must be the best you can get for your purpose from any source in the world. N.

This mission began on November 1, 1975 with 3 sail lofts (Stamford, Annapolis and Chicago) and Horizon has since become the fastest growing sailmaker in the world. By Fall, 1980 Horizon was the second largest sailmaker organization in the U.S. and the third largest in the world. 1 / This growth is based in part on our organizational concept: * Each loft is small in order to allow a close relationship between the sailor and his sailmaker. * Each loft is locally owned by its manager and his partners, activating them to do the best possible job in serving their customers. * Each loft uses the Horizon sail design and construction systems and selected Horizon sail fabrics, assuring a uniformly high level of product quality. * Each loft participates in Horizon sail development programs, and by sharing the costs, we can make giant strides impossible for individual lofts and smaller organizations to afford. * Each loft also participates in Horizon purchasing programs for everything from sail cloth to insurance and pro¬ motional materials. An economic benefit for us and our customers. * Each loft manager and his staff are constantly trained by Horizon on subjects like sail design, cloth selection, business management, sail maintenance qnd so on. This assures that the Horizon man is a knowledgeable pro who can deliver world-class sailmaking to his local area. These various programs and services are made available to each Horizon loft through the efforts of our central company, Horizon Marine Enterprises, a corporation with main offices in Stamford, Connecticut. HME employs a small group of specialists and several outside consultants giving Horizon what is possibly the most powerful central team ever assembled in this industry. In addition, HME owns powerful com¬ puterized sail design programs developed by Dr. Jerome Milgram of M.I.T. and other technology that is utilized daily by each loft. Right from the beginning, we have been committed to utilizing this technology to produce sails that are just right for each situation. We recognize that every sailor, boat and body of water is different, and know that every' sail-buying and sailmaking decision must take into account these complexities, or the results will be disappointing; the sail won’t be as fast as it should be, won’t last as long as desired, and/or it will cost more than necessary. When any of the above happen, you have an example of what we call a sailmaking compromise. /

To end the saiimaking compromise, Horizon has developed the broadest range of sail lines and services in the industry, each one supported by our so¬ phisticated technology and therefore able to be refined to op¬ timally fit your particular sailing situation. * High Performance Sails optimized for speed * Long Life Sails for maximum durability * Series 2000 The most sail for your money

Oakland

HORIZON

To SF

K°L

HORIZON

SAN FRANCISCO L-181

7th St

B S2, WORLD MOORE 24 CHAMP SAILED BY DEE SMITH, GEN. MGR PHOTO BY BRUCE ASHLEY

GRAND OPENING CONTEST FREE STORM JIB NAME:_ ADDRESS: . PHONE: (H) BOAT_

MOSTLY RACE_

CRUISE_

DRAWING WILL BE HELD AT THE GRAND OPENING IN MARCH. ENTRY DEADLINE IS 2/15/81.

2220 LIVINGSTON ST: OAKLAND, CA 94606 (415) 261-6556

NORTH AMERICANS _ SAN FRANCISCO BAY 4

NORTH SAILS fastest and most consistant on the Bay . . . 2 of the top 3 9 of the top 16 Not bad considering all the different sailmakers on the course. PLUS — J-24 Districts — 1-2-3 PLUS — Constant wins all season long . . . If you want to improVe your PERFORMANCE, give us a call for your winning set of “J” sails.

WE ARE HERE TO HELP!

BRUCE GOLISON * North Sails Seal Beach 913 Electric Avenue Seal Beach, CA 90740 (213) 496-4461 North Sails San Fralncisco 2415 Mariner Square Alameda, CA 94501 (415) 522-5373

Jim Kilroy of Los Angeles was arguably America’s most active and successful ocean racen He campaigned Kialoa, his S&Sdesigned 79-ketch (later converted to e sloop), wherever in the world he could find top competition and courses. His quest lead him to numerous S.O.R.C.’s, Fastnets, TransPac’s, TransAtlantic’s, Big Boat Series, a Southern Cross, and countless other com¬ petitions along both coasts of the United States. As conservative in design as her owner is in approach, Kialoa was built to win in all conditions and under his leadership she did just that. Her victories and course records are strewn across the world’s oceans, and she eventually took the World Ocean Racing Championship, a cumulative competition spanning two years and numerous top inter¬ national events. Apparently there’s some prestige to being the world’s most successful maxi-man, for an all-time high number of gentleman have recently or are in the process of anteing up the million or more for new maxis to take a shot at Kilroy’s crown. Huey Long for exam¬ ple. is having a new Ondine built; Bob Bell a new Condor of Bermuda to replace the one driven on a south seas reef; and Jack Rooklyn a new Ballyhoo, albeit a mini-maxi at only 65-ft. In addition there’s a pack of large Frers designs either recently in the water or about to be launched; the 80-ft Bumblebee 4, the 79-ft Palmer-Johnson built Xargo: and the Kiwi-built Hong Kongowned 65-ft Mamouchi. Then there’s the Peterson-designed 80-ft Ocean Greyhound; the 79-ft Peter Stale Swiss boat; and a number of large Farr designs. All are either gunning for Kilroy or are likely to cross Kilroy’s path in the coming years. Anyone, however, thinking Kilroy is about to abdicate hi$ position should have been in St. Petersberg, Florida December 6th. It was at that time and space that Jim Kilroy double-bumped the pot in the maxi racing game. Not only did he christen his own new 80-ft maxi, but simultaneously launched ocean racing’s first America’s Cup type quest for sailing excellence. The entire effort began to materialize on Kialoa III during the 1979 TransAtlantic

KIALOA L.O.A. L.W.L. BEAM DRAFT

80-ft. 6V2-ft. 19-4” 12’6”

Race (See Latitude 38, Volume 33). It was apparently then that Ron Holland convinced Kilroy that he, Holland, and not Dave Pedrick (who as an underling at Sparkman & Stephens had virtually drawn Kialoa III and later supervised her underbody modifications) should get the design commision for the new boat. And that the new boat need not he so conservative. A lighter boat built of exotic materials, Holland contended;

Christening day in St. Petersburg.

DISPL. BALLAST SAIL AREA I.OR.

77,000 N.A. 2,700 sq. ft. 69.6

could be the weatherly equal of the 'old Kialoa and at the same time be vastly superior on reaches and off the wind. It was a challenge for Kilroy, and he took it. While Holland drew the lines and is the designer of record, there were a tremendous amount of contributors to the new Kialoa project, Kilroy and Kialoa’s long-time sailing master, Bruce Kendell, for example, over¬ saw extensive testing of materials for hull and

MAXIMUM MAXI

OWNER: John Kilroy DESIGNER: Ron Holland BUILDER: Gary Carlin

Kiwi Boats bulkheads. The resultant hull is a mix of car¬ bon fiber, kevlar, and vinyl ester resin, the exact combination of which is as much ‘top secret’ as are even the most general line drawings of the hull. The bulkheads are ‘F-Board’, a fantastic composite of aluminum honeycomb and fiberglass skins adapted from the aviation industry, and featuring a 1/ 16th inch teak veneer for pyschological warmth on the cabin interior.

Kialoa sports a ‘space frame’ similar to the • one made famous on Imp. It’s a structure that requires ‘tuning’ by builder Gary Carlin

of Kiwi boatworks, using turnbuckles as you would use to tune a mast. Engineering for the space frame was done by Billy Tripp, son

MAXI

of the man who designed Touche, Blackfin, several Ondines, and a host of innovative custom and production boats before dying in an automobile in 1971. Even suppliers got into the consulting and design act. Jeff Pryor of Hood Sails and Hood Yacht Systems did extensive engineering work on the mast (which is slightly taller than that on Kialoa IU) and sails. John Huggot of the U.K.’s Lewmar winches worked carefully on the application of three of their coffee grinders and the bun¬ dle of other winches. Other suppliers did the same.

having a good boat and equipment is not enough to insure he’ll be able to meet the challenges of the other new maxis. For that reason sailing trials ultilizing Kialoa III were initiated on December 28th with America’s Cup veterans like Dave Pedrick, and will continue right up until near thd start of February’s 1981 S.O.R.C. Few men in the world can afford even one maxi, but Kilroy, owning two, is going to make themost of the situation. Experiences with 12 Me'ters have demonstrated the tremendous advantages of

Anyone with the money can buy the same products, but it’s a tribute to Kilroy and his record to receive such cooperation. Overlooking the entire process was Bruce Kendall. Kilroy didn’t achieve his position in the real or sailing worlds by being a dumb-dumb or lounging on his laurels. He knows that

A big boat needs an 84-inch wheel.

Designer Ron Holland and wife, Laurel.

having a good boat to spar with, and it would be hard to find a better maxi trial horse than Kialoa III. Far from being cast aside like an old toy, the much-loved Kialoa III occupied a posi¬ tion of honor next to the new boat at the christening. She’s in smart shape and some of the less knowledgeable guests mistook her for being the new boat. This is an all out campaign for excellence, and Kilroy is not about to rely merely on the human mind in this computer age. A Data General computer has been installed on the boat, and will be used by Richard McCurdy to record and analyze the performance of the boat with different sails in different sea and wind conditions. The stakes are high in the maxi game, and nothing is being left to chance.

No chances were taken during the christ¬ ening ceremonies, either. Father John Cippel of St. Mary’s Parish ip St. Petersberg blessed the new boat, and at the request of Kilroy put in a few good words for the old

MAXIMUM MAXI

ALL PHOTOS BY LOUIS KRUK

The old, at left,-the new, at right.

boat, too, as her name was changed from Kialoa to Kialoa III. Then the kids from “Children’s Village” in California, a school for battered and abused children which is Kilroy’s favorite charity, had one of their of¬ ficials, Bill Evers, ‘annoint’ Kilroy as captain, a ceremony in the best traditions of the sea. Even the breaking of the bottle across the bow was no ordinary deal. In fact it requried the efforts of not one, but three women — well it is a big boat! First there was wife Kathy, then daughter Sue, and finally Laurel, wife of designer Ron Holland. It’s conceiveable that Laurel will recieve some christening tips from Ron when they get back to Ireland. It took her three swings to break the bottle, and the first two whacks left noticeable dents in the bow of the shiny white hull. Ron himself is on a bit of a hot seat. For one thing the entire yachting world is wat¬ ching this design, and it wouldn’t help his career if he shanked the design. Additionally there is the fact that Holland aced-out Dave

A big boat needs big hardware.

Pedrick to get the design job for Kialoa, and apparently did almost the same thing in get¬ ting commission on Bob Bell’s new Condor of Bermuda, now under construction in England. The latter move was not seen in the most loving terms by all the Kialoa crew,

among whom loyalty is a virtue. There’s no question that the new boat is a Hollahd design, featuring as it does the long sweeping transom seen locally on both Imp and Pegasus. The long transom actually makes the new boat seem much shorter than

MAXI the old, and in fact is 13V2-ft. shorter on deck. She is however beamier, her 19V4-ft. beam some 2V2-ft. greater than the old. Her most striking1 feature however, is her wheel. It’s not that it’s many laminations of wood over carbon fiber, no the startling thing is that the damn thing is 84-inches in diameter, almost as large as the world she’s soon be circling. Kialoa s first year will take her on the S.O.R.C., then up to Annapolis and Newport for Spring sailing^ on the Tran¬ satlantic Race in early sumnUr, to England’s new maxi series and Cowes and Fastnet Races in late summer. Then it’s off to Sar¬ dinia for maxi competition, and down to Australia for the Southern Cross and the Sydney to Hobart Race, after which who knows where. It should be a lot of fun, and Latitude 38 will be taking you along on many of the rides through the eyes of crewman Louis Kruk as we’ll be watching the un¬ folding of the world’s maximum maxi effort.

— louis kruk & latitude 38

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page 81

0. 0

VISUAL DISTRESS SIGNAL We kno\y VDS’s (Visual Distress Signals) aren’t a very pleasant subject, because nobody likes to be told what they have to»carry on their boats. So we’ll try and cover them quick. Nonetheless, as of January 1, 1981 you are supposed to have the ap¬ propriate VDS gear on your boat.

have flares launched from a pistol. (You need not have one of these). Olin puts out a package of 3 hand-held flares, a pistol, three pistol flares, for under $20. Olin — and other companies — offer more extensive systems; the ones we’ve seen up in price to $109. They’re not just jerking

Si! Would this weapon in¬ timidate you? Who do the regulations apply to? It ap¬ plies to all you folks who own boats. Well, yes, there are some exceptions; boats under 16-ft., sailboats without engines during the day under 26-ft., and weird stuff like that. However, you can generally assume it ap¬ plies to you. Where does it apply? ‘Coastal waters’, which for the purposes of this regulation are from the Carquinez Bridge west. If you sail on lakes or in the upper Delta, the new re¬ quirements don’t apply to you. What must you have? If you want to go the cheapest route, you can buy three hand¬ held flares. SSI Systems, for example, puts out a package that runs $12.95 retail. It’s no frills, but it’s cheap and it’s legal. If you’re serious about being saved you can invest in other systems, some of which

you for money, the more expensive systems do give you more effective fireworks, and more of them. We’d recommend you take a close look at what’s offered before making a selection. Some folks object to pyrotechnics and ‘pistols’ of any kind on their boats. Sometimes with good reason. Kids chew on flares and husbands use the pistol to hold up filling stations. There is an alternative; a glorified flashlight that puts out an S.O.S. in combination with an orange flag daytime signal. This combo meets the legal require¬ ment, and will run you about $50.

e were interested to see some of this equipment in action. To see how effective it seems for rescue work; and, to see if the Burn, baby, burn.

ALL PHOTOS BY LATITUDE 38

pistol fired flares might prove a satisfactory means of detering unwanted visitors from boarding your boat. The latter idea has been suggested by various cruising folks. Our chance to see action came when Bob Mar¬ shall from Channel 7 went out with the Coast Guard to do a feature for the tube; we went along for the ride. It was about 4:30 in the afternoon when the first hand-held flare was set off. It burned for several minutes, but it certainly wasn’t the brightest thing in the world at dusk. In calm water you’d be able to see it from quite a distance, just as you might at night. But it didn’t seem it would be terribly effective in any kind of sea. Next a couple of pistol flares were fired, one of which went off in the pistol. The gun

I3»gjl

Hand-held flare, burning off rear " of Coast Guard vessel. *

' ••

.0.

■ 11/'

^ ...

shocked at how meek they were. Granted, they are far better than nothing, but it’s a huge bit of water out there. The flare gun as a defensive weapon. Judge from the picture on this page; does it look very threatening to you? It’s no Colt .45, but it might do the job if kept in the shadows. However, we don’t imagine a 12-gauge flare would inflict much injury on a person, even at close range. But it might

/fa .

"-«<.ty*

*r *

scare away a hesistant meddler. The verdict? As modestly effective as they seem, we’ll probably buy one of the Olin packages of 3 flares and a pistol flare gun. We’re already got three other flares on the boat, a personal strobe, a masthead strobe, and a man overboard strobe — the latter three of which we figure are certainly more effective at night than any flare.

— latitude 38 Wmw* ■

wMM.

11181 flli mm V.'-

is simple to load and any idiot could use one. However, if you think these 12-gauge flares are bright or last long, you’re in for a big shock. On a stack of bibles, these 12-gauge suckers couldn’t have lasted for more than ten seconds. You turn your head and you’ve missed them. And it’s no Fourth of July scene either, most of the power in these flares is used to get them in the air. (We’ve heard the 25-mm flares are much better, but since nobody had them in stock we couldn’t test them.)

he Coast Guard and flare manufac¬

turers warn you to wait until a rescue party is quite close before trying to attract their atten¬ tion with flares. No wonder. We were pretty page 83

Chuck Timchalk fires a pistol flare. It goes off in his hand.

. Wi W/.

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MAN OF STEEL

Arlo Nish.

Ar!o Nish likes steel boats, Always has, always will. He’s built steel commercial fishing boats with his brothers and he’s fished 12 years on steel boats for albacore and salmon. His first sailboat, a 60-ft., Philip Rhodes-designed ketch called Sonic, has a steel hull. He and his family sailed around the world in Sonic and they liked it so much they plan to do it again. Only Arlo wants a new boat, which will be made out of — guess what? — steel. “I have confidence in steel,” says the Aiameda extractor. After seeing floating tree trunks and other potentially deadly flot¬ sam on his first circumnavigation, Arlo says he sleeps soundly knowing his hull could bump into one of those'^uckers and he pro¬ bably wouldn’t wake up in a cabin full of water. Arlo’s also a whiz when it comes to elec¬ trical systems, engines and all phases of con¬ struction and design. When he approached page 85

Nish's old boat, the 60-ft. Philip Rhodes designed ketch, Sonic headed out the Gate, around the world.

fellow Alamedan Tom Wylie to design his new boat, Wylie realized he was dealing with a unique client. “Arlo’s a very mechanically minded per¬ son,” said Wylie, “who had done a lot of creative work on Sonic. He wanted to adapt and expand on those ideas for his new befat.”

^^eated at the dining table of his home, Nish is a bundle of energy. In his late 40’s, his close-set blue eyes center his handsome, weathered face. His wiry body is in constant .motion, stretching, fidgeting or jumping up to go into another room to find a drawing or a brochure. He can sometimes be hard to

pane for electric gimballed pressure cooking pots in the galley. His four cylinder Waukesha diesel on Sonic provided the juice for the pots as well as 11 cubic feet of freezer and fridge. “As long as you’ve got electricity to run the fridge, you can use it for other things,” says Arlo. Among those other things were air conditioning, a television, fans and a host of navigational devices, including Loran, radar and a weather facsimile machine which takes weather readings off a satellite and prints out a map. Keeping the electrical system functioning in the salt water environment was a major feat in itself — the kind of challenge Arlo ob¬ viously relishes. It also added immeasurably to the success of the voyage: they had meat from the freezer for the first five months, and a martini with ice cubes every night, even when it blew 60 knots outside of Durban! A couple of months into the trip, Arlo’s mind began to go to work on what he’d do to make a better boat for the next time around. Margeret spent too much time washing

draw out, but once focused on a design or mechanical problem, his interest rises and he confidently, yet modestly, explains everything to the smallest detail. Arlo was born in Utah, but soon moved to Oakland. At 12 he was building speedboats. After high school he worked at Barney Nichols boatyard in Oakland and fished commercially with two of his three brothers. Eventually he went back to school and got his degree in civil engineering. Since then he’s been a contractor, building apartment houses, small offices and condominiums. A trip to Hawaii with his wife Margeret planted the seed for a sail around the world.

They looked for two years before finding Sonic in Florida in 1971. A centerboarder, she was built in 1951 by Berger of Wiscon¬ sin, known for their steel and' aluminum boats. The next four years the Nish’s, including his two teenage daughters, Sandra and Gail, and son Daryl, learned how to sail while Arlo fitted Sonic out for an extended passage. After selling his share of the contracting business and renting his home, Arlo and company set off from Ballena Bay on August 1, 1975. For the next two years and three months they meandered their way to 27 countries, deciding mutually their ports of call, reading volumes of books and enjoying life at sea. Margeret Nish, who fished with. Arlo for two years, says he made a great skipper — everything worked and they got to the right place at the right time. Arlo s a one-fuel-man, eschewing pro¬

MAN OF STEEL

clothes by hand and Arlo wanted to put in a washer/dryer for her. You’d need plenty of water for that, so a fresh water tank able to hold 1200 gallons was on the list too. Sonic had a watermaker onboard, which distilled salt water to fresh, and they only had to take on water four times the whole trip. Arlo found some ports had water he didn’t even want. For his new boat he came up with a system for trapping rainwater as it roll¬ ed off the deck to keep the tank topped off. Armed with these ideas and others, Arlo approached Tom Wylie back in Alameda. Wylie, well-known for his fast creations in wood and glass, eagerly tackled the medium of steel. He drew up plans for a 65-ft. centerboarder. “1 look on it as a commercial boat,” sgys Arlo, “so 1 was thinking heavy, but Tom’s thinking is light. We had to do some com¬ promising1 along the way.” The new boat, although five-ft. longer, has a lower displacement/length ratio. Wylie, always concerned with perfor¬ mance, researched steel and applied some

ideas from other racer/cruisers he’s design¬ ed. “A square foot of steel 1/8-inches thick,” says Tom, “weighs 5.1 pounds, which is very heavy for boatbuilding material. It takes a boat this big to justify its use, but there was no reason we couldn’t vary the thickness of the plates and thereby save weight and n money. Wylie ended up using five different gauges in the design, putting lighter plates topsides and in the stern. Steel has good tensile strength, but tends to oilcan on impact, so he made the boat a bit beefier (remember those floating tree trunks?) Arlo plans to build the new boat himself, and he’ll weld the plates over webs held firm by bulkheads, all steel. Once that’s done he can fair the hull with epoxy and microballoons, just like they do on wood and glass boats. Wylie designed the deck to be a composite of plywood and foam, which will give a . beamless ceiling, good insulation and more safety. “A light deck means more righting mo¬ ment at high angles of heel,” he says. The pair also came up with a rather uni¬ que moveable ballast system, combining Arlo’s desire for large fuel storage with Tom’s experiences on American Express, the boat Norton Smith won the Mini-Transat with in 1980. Norton, as you may recall, had water tanks on both sides of the boat and could pump water in and out to adjust his trim go¬ ing both upwind and down. For Arlo’s boat, Tom has two fuel tanks located port and starboard of the engine. Each tank can hold almost 500 gallons of ■ diesel, or close to two tons. Pumping that weight up to the weather side during a long windward thrash means a stiffer boat an,d more comfort. Other options include loading both water and fuel tanks up to max if you’re going to sail north from S.F. to Seattle, for example, to make the boat punch through the waves, better. On the return trip downwind you can simply pump some of it out and make the boat lighter.' Arlo places a high value on the anchor system — “We were able to spend the night anchored at places other people didn’t dare

page 87

Alameda yacht designer, Tom Wylie.

go because we had a good system on Sonic,” he says proudly. He carefully con¬ sidered the weight, placement and ease of handling for the new boat. Instead of 400-ft. of 3/8-inch chain, which requires an extra person to stack it, he’ll have 100-ft. of 1/2-inch or 5/8-inch chain with 600-ft. of 1/2-inch cable operated off a winch drum in the forecastle, well-aft of the bow. The forecastle will have enough room for two small Honda bikes to get around on¬ shore with. “It always seemed like you had to walk four miles to get anywhere,” he moans. As for the rig, Arlo concedes the mizzen mast is only there to hold up the radar anten¬ na, launch the skiff and for 50 knot plus winds when he puts up a small mizzen with storm jib. He considers the boat a cutter and

mm*

iristmas, 1976. at Dur n, South Africa. Left t ieht: Daryl, Marge ret, Gayle, )ohn Hartigan, Arlo and Sandra.

may even go to a boomless rig to simplify handling. “We may lose a quarter of a knot in speed,” he says, “but that’s not too much for a 65-ft. boat.”

He’ll have three engines — got to use that diesel somehow! — a six horse for the air conditioning, a 25 horse Waukesha for the generator and a Caterpillar 3304, 125 horse to get through the water. Arlo detests water

in the exhaust, so he’s even figured out how to make a rise in the system to prevent it. Sonic’s centerboard wouldn’t raise or lower when she heeled over and it also bang¬ ed from side to side. No slouch at the draw-

the mam abin of Son>c

eft to right Ado, Daryl. Gay'e. Margeret. dra and crewroerob1 John Hart'?

who sailed

™asthe,

ingboard himself, Arlo came up with a better idea. The new board will pivot on a five-inch pin instead of the usual pin of one and one half inch, and a delrin guide in the centerboard case will keep it from working

sideways. Alro thinks it’ll take him three years to build his new boat. He’s got some contract¬ ing to do to get the funds together, and last , seen was fixing the radiator hose on his truck

„ I

(with the “I’d Rather Be Sailing” sticker on the back). But he’s got the blue water in his blood, and'hopes to set off for ten years. Last time, he says, it all ended too quickly.

„

— shimon-craig van collie

MAX EBB \

“Good start!” shouted one of the crew as we drifted sideways through the starting line in front of the Golden Gate Yacht Club. We just barely had steerageway in the near-zero breeze, but a very strong ebb tide was send¬ ing the fleet careening towards the first mark off Crissy Field. “We were lucky to be in just the right place when we stopped the engine five minutes ago,” said another one of the crew. “Luck, nothin’!” insisted the skipper. “What you see is raw skill, and don’t you forget it!” All of the other boats in our class were astern and to leeward, except for a few that were anchored on the wrong side of the line. We had enough maneuverability to' avoid them, but then the wind dropped even more and we had to bear away to a northerly heading to keep the sails full. For a minute it looked like some of*the boats farther off shore would get us, until a nice south¬ westerly puff from the beach just past St. Francis got us moving again on a westerly course. “How are we doing on Anita Rock?” ask¬ ed the skipper. I was amidships trimming the main, and in the best position to get a bear¬ ing ahead and to windward. “Holding even right now,” I said. “But we might want to bear off some just in case.” As I spoke we sailed out of our puff, and the jib luffed and then backwinded against the shrouds. “Jib’s going soft.” “Big header.”

“Shit! .. .” “Want to anchor?” asked the genoa trim¬ mer. “Not yet. We’ll go as far as we can with whatiwe have.” Several boats behind us were noisely get¬ ting their hooks down. The bearing to Anita Rock was getting worse all the time. There was still no sign of wind. And a small fishing boat was anchored inshore from the rock marker, directly in our path. “It’s times like this,” whispered the genoa trimmer, “that I’m glad to be crewing on someone else’s boat instead of sailing on my own.” . At last the skipper conceeded. “Okay,” he said. “I’d like one person and only one per¬ son to get the anchor on deck. Nobody else move.” The anchor and rode were stowed in a cockpit locker, and were ready to go in less than a minute. We delayed for another agonizing 30 seconds, and then finally the skipper gave the word to let go. The anchor Held nicely with 150 feet of line out, and the mood on board lightened immediately. Several boats in our class were drifting outside of Anita and would un¬

I imagined a «■ fleet of anchored boats on a glasssmooth bay, motion¬ less except for one yacht silently moving up through the fleet and into the lead.

o /W/r»

AocM:

Boat paags '

/A/ TH/S. PIABCT/ON

“Fall off!” chattered the crew from the leeward rail. We came back down to a northerly Heading again, but had lost most of our boatspeed in the process. The wind was ab¬ solutely zero. 1 hadn’t seen sails so lifeless since the last Cow Palace boat show. “Slack' off some more on the jib halyard,” ordered the skipper. “And try easing some more outhaul on the main . . . Move lightly, damn-it!” We made the adjustments but the boat barely crept through the water. Even the ex¬ pected tide-generated westerly wasn’t there — our smoke went straight up 7- and it was mainly the intensity of our will-power that kept the sails partially full and the bubbles moving slowly along the hull. “How does Anita Rock look now?” I had been watching the marker move to the left against the background as we bore off, then stop, and now the bearing was clearly moving to the right.

“At this rate we’re going to be taken in¬ side,” I said, trying hard not to sound like I was reading a guilty verdict.

doubtedly beat us by hours, but the ones that were a threat for the series standing were all stuck there with us.

CLUBBING TO THE LEAD /

“Time for lunch,” announced the fore¬ deck boss as he stomped down the compa¬ nionway ladder. “You know,” said the genoa trimmer, “I think there might be an easy way out of this.” “Sure — just start the motor,” suggested the foredecker as he passed sandwiches up from the galley. “No, this is for real. There’s a technique for dragging your anchor sideways across a tidal current. You just swing out to one side using the rudder, and . . .” “Don’t be ridiculous,” interrupted the skip¬ per, “if we drag at all we’ll go straight into that fishing boat.” “Not necessarily,” continued the crew. “If you’re filling to try something a little unor¬ thodox, we can be the first boat out of this parking lot.” , “Well . . . okay. I’ll try anything, as long as it’s legal — or at least, looks legal!” The procedure was amazingly simple. First we shortened up on the scope until we thought we were about to drag. Then the rhode was led through the starboard bow chocks, and the tiller put hard over to star¬ board. The boat swung way over to the north with the anchor line stretched out in a nearly north-south direction. After a few seconds we felt the irregular vibration indicating that the anchor was drag¬ ging, and we all looked back at Anita to see which way we were moving. We were aston¬ ished to see that we were tracking about north by north-west over the bottom! We cleared the rock easily after just a few jerks, twangs, and swings around the anchor. “What do you call that trick?” I asked after we had the anchor back on deck and settled down on a new zero-wind tack. “It’s called ‘clubbing’,” the genoa trimmer answered, “and evidently it was used to help maneuver sailing ships in and out of harbors before they had steam tugs.” We didn’t have a chance to discuss it fur¬ ther until the race was over. It would be nice to report that we went on to win, but unfor¬ tunately we drifted into another parking lot at the Crissy Field buoy, and the best we could manage was third. But we did beat all of the boats that were stuck with us at Anito Rock, thanks to‘clubbing’. Back at the yacht club that evening, be¬ tween rounds of drinks, 1 dug out the ancient copy of Luce’s Seamanship, 1868 edition, from the club library. Sure enough, clubbing was in the index. It was all there beginning on page 418, complete with diagrams. page 91

CLUBBING Clubbing

recommended

for

tide running past her, is as much af¬

smaller vessels in rapid river; you may

fected by a motion of the helm, as if

heave in the cable until the anchor is

she were reaching at the same rate

under foot, when she will drift down

under canvas; therefore, if a ship’s

by the force of the current, veering out

helm be put over one way or the

or heaving in the cable as she deepens

other, she will answer to it, and shoot

or shoals the water, or as you may

across the tide, taking her anchor with

PLATE

wish to diminish or increase her drift,

her, if there be shorfenough scope, so

see Fig. 395, Plate 77. Vessels drifting ,

by heaving in to that scope, and put¬

in this manner, generally have a spr¬

ting the helm hard over, she will cross

ing from

the tide without losing much ground;

the

ring

of the

anchor,

leading in at one of the quarters, so

hence, although, as represented by

that by veering on the cable and rous¬

the arrows in Fig. 395, the tide sets

ing in the hawser, you may present

directly over the sands and athwart the

her broadside to the current. This is

deep water channel, yet by sheering

termed clubbing a vessel.

her as far as she will go, and bringing

Though,

from the danger of fouling the anchor

her

against rocks, or other matter, and the

ground, she may be dropped down,

inconvenience of the operation, one

or sheered across any channel against

or other of the previous

the wind,' where she might otherwise

methods

when

she

begins

lose

should be resorted to, in preference to,

wait months for a fair wind to sail

this.

down.

Clubbing is such a simple manoeuv¬ re,

where the sets of the tides are

known, that it is only necessary to

scarcely

necessary

observe, that she will sheer to port more readily with her starboard an¬ chor down, and visa versa.

observe that a ship at anchor, with a

I brought the book back to our table and passed it around while we toasted our re¬ sourceful trimmer and tried to figure out

ways of keeping other boats from learning our tricks. “You know, this business of dragging

CLUBBING / across the current is really pretty basic stuff,” he said as he drained his second glass of Irish coffee. “If you swear not to spread this around, I’ll describe an anchor I’m hoping to patent that will actually drag up-cprrent.” “I know you’re a cheap drunk,” said the skipper, “but up-current?” “In theory, there’s nothing to it,” the genoa trimmer continued. “When a boat is dragging its anchor, you can think of the keel as a sail and the anchor flukes as a centerboard. You can drag up-current on alternate ‘tacks’ the same way a boat under sail tacks upwind.”

/ /

“Now, wait a minute,” I protested, “we saw today that the anchor always drags in the same direction as the pull on the anchor line. How could you get the boat to pull on the anchor any higher than about 90 degrees from the current direction?” “The problem,” he answered, “is that all normal anchors have a lift-drag ratio of zero. If an anchor were properly designed it could slide along the bottom as some angle to the direction of the anchor line, just like a boat moving at an angle to the direction of the force on the sails. Such an anchor might look something like this . . He drew a sketch of the hypothetical an: chor on a napkin, along with a diagram showing how a boat using one could make progress against the tide. “The shank swings to allow the anchor to work on both tacks. The fluke would have to have just the right amount of rake and camber to track straight in a controlled direc¬ tion. Of course, you could only use it where there was a flat, shallow bottom with no

obstructions.” The skipper suddenly became very ex¬ cited . Think what we could do on the Olympic Circle in the next no-'wind M.Y.C.O. race!” “If we don’t run a-foul of a sunken Star boat or Santana 20,” joked the foredecker. I imagined a fleet of anchored boats on a glass-smooth bay, motionless except for one

CH»OOC= LjKr&

LLS.

The anchor that drags up 'current.

yacht silently drifting across the current, reversing direction every few minutes but creeping up through the fleet into the lead. Then rounding the mark and drifting down the next leg of the course. “They’d protest us for sure,” I said. “Why?” asked the trimmer. “It’s ‘the natural action of the water on the hull.’ Nothing illegal about that. Dragging your an¬ chor is legal, you just have to keep clear of other anchored boats that aren’t dragging.” I asked him when the prototype would be ready to try out. Not for a while. I still have a heavy R&D program to finish out on the mudflats at low tide.” Will we actually see boats dragging their anchors upwind during a M.Y.C.O. Midwin¬ ter race? Can we say goodby to the days when races were'cancelled due to lack of wind? I won’t make any predictions, except that dynamic anchoring can add an interest¬ ing new dimension to light air sailing. — max ebb

■

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L.O.A.

45' 8"

SAIL AREA

1093

L.W.L.

36' 6"

BALLAST

11500

BEAM DRAFT

13' 6" 5' 10''

FUEL WATER DISPL

240 300 33500

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page 93

BAD BUST AT LATITUDE 35 Herewith the photographically and poetically documented encounter of the vessel Incision with the United States Coast Guard on its voyage from the Berkeley Marina to the Channel Islands:

We sallied forth on August 9, Our power wasn’t steam; To brave the chop and foggy slop, Our spirits reigned supreme. Our craft was called Incision, Once a doctor’s pet; We’d only ask, a meagre task, That our feet not get too wet. The grizzled skipper Freedman Was still at his desk at dawn, To adjust his cases in various places And prevent a malpractice spawn. Our second watch was captained By freckled Jim Malloy; This veterarr seaman and would-be freeman Brought more than his share of joy. And then came David Hobler, With ‘Michael Hofmayer, too; Like Kesey’s van and Pepper’s band, Crew doesn’t just rhyme with zoo. We stowed away more six packs, • Than four men could ever drifrk; And to buoy our mood took marvelous food, And a dinghy in case we’d sink. The ebb tide carried us through the Gate, A passage rough and choppy; Causing all to sway and one to pray That he’d not get the cockpit sloppy.

From, Jim

left

Malloy,'

Hobler,

right:

Bob

Michael

Freedman

Hofmayer, and

Dave

DAD BUST On 10 August, 1980, some 85-miles offshore and approximately abeam off Point Buchon, in building seas and ebbing daylight, the VHF radio failed; virtually at this moment, far from civilization an otherwise empty horizon gave way to a menacing presense.

We never saw another boat, Until the Caost Guard appeared; With our radio broken and the waves still smokinâ&#x20AC;&#x2122;, They were better and worse than we feared. Coast Guard vessel Citrus.

At 1930 hours we spied Their quick craft coming our way; The good ship Citrus, destined to frisk us, Asked mutely what we had to say.

Free of contraband and other forms of seagoing transgression, all hands nonetheless experienced that primordial involuntary tightening of the viscera that accompanies the first sighting of the cop in the rear view mirror.

Bob Freedman.

Jim Malloy.

Eyeing Incision uneasily for twenty minutes across a distance of a third of a mile and moving in a slow circle, through eight to ten foot seas and swells it became apparent that the Coast Guard did not know that Berkeley does not export goods in sailboats. Feeling no wrong, the voyagers continued on their way. Citrus responded with an inÂŹ flatable boat followed by four orange shapes scrambling down an enormous assault net let over the side of the other ship.

With no reply they dispatched a crew, Four kids in a rubber boat; page 95

At sea there is no place to pull over to the side of the road, even putting on the brakes requires somewhat of an ef¬ fort; at length, with the headsail down and the little duck racing down the front of one wave and chugging up the back of the next they came within hailing distance of each other. Assured that Incision was in no distress and re¬ quired no assistance, the Duck’s Commander insisted upon boarding in order to ask a few “routine” questions.

Lieutenant

Frank

government-issue consisting Official

Leidy boarding

windbreaker,

Actionv Slacks,

his

clothes

pistol,

notepad;

Levis and

gym shoes (never intended for sea use.)

It was at this moment that the balance of intimidation shifted; irony struck as, at the the instant of boarding it became necessary for Incision’s crew to rescue the Duck’s young Lieutenant to prevent his going into the drink as he clambered over the lifelines onto the heaving deck. The awkward entry made the pursuer the grateful guest.

BAD BUST AT LAT. 35 The young lieutenant almost earned a pennant For proving his Nikes could float. Smiles abounding, Incision zapped along, the Lieutenant asking his routine questions (“Do you have a magnetic compass?” . . . “Yes, it’s right here, the thing under the dome” . . “Is there someone we can contact if you don’t make your next port?”). Incision’s crew also learned that the Citrus was returning to her home port of Coos Bay, Oregon, following war games with the Navy in San Diego; that the Lieutenant was virtually a neighbor of the skip¬ per in Oakland . . .

He asked if we carried a compass, Whether anyone knew we were away; His helpful directions needed portage in sections And confused us until the next day.

Jim Malloy.

Before going its separate way, Incision’s crew requested a position check from Citrus’s Duck and were handed a true lemon, a fix by range and bearing overland to Santa Barbara, 35-nautical miles distant (and as fact would have it, 35-nautical miles wrong) from the D. R. position; this led to an anxious night as eyes and ears strained for the thin white line and barking dogs.

Bob Freedman and Dave Hobler. page 97

DAD BUST AT LAT. 35

Point Conception was, however, just where the D. R. track said it should be and morning brought the Santa Bar¬ bara Channel with welcome southern California sunshine.

Point Conception brought warm, calm seas, As the mariners’ logs all predicted; Sailing into the Channel we undid dur flannel And proclaimed ourselves addicted. '

— robert b. freedman & michael d. hofmayer

BUSTING OUT ALL OVER T

I ncision s ‘Bad Bust at Latitude 35’ is not an isolated instance. In recent month’s we’ve been receiving reports of an increasing amount of such ‘routine’ boardings which boardees claim are transparent excuses to look for pot. That was what Francis Stokes concluded when the Coast Guard stopped his Valiant 40, Moonshine, just 150-miles short of the OSTAR’s Newport, Rhode Island finish line. In what appears to be the normal procedure, the Coast Guard vessel approached, then circled his boat, radioed that they would board to be sure the boat was “in compliance with U.S. laws,” and headed over in their in¬ flatable. .Courteous as ever, the Coast Guard found no dope, but wrote him up for head violations and three other ‘mickey mouses’ to justify their effort. Reader Jamison Bates of Moraga sent us a nice letter including a clip from the ‘Leisure and Arts’ column of the November 28th Wall

Street Journal. The column was written by the Journal’s Charles Preston who described an incident in which his boat, Daisy B, was circled by the Coast Guard, and eventually boarded for a ‘safety inspection’ while on an attempted passage to Bermuda. Preston was warned about Daisy B’s inadequate sanita¬ tion device, which was fair enough. How¬ ever, he wasn’t sure that it had been worth the Coasties exposing themselves to injury in heavy seas.

1 he folks on Incision, Daisy B and

Moonshine all seem to have taken the same

general philosophical attitude toward their experience. They accept that the Coast Guard has the right to do the inspections, and that they were courteous (in two of the cases they gave the crews some fresh fruit). And while none of them is willing to start screaming bloody murder because they were searching for dope under the pretenses of safety, they aren’t very happy about it,

either. crew had an “involuntary tightening of the viscera”. Stokes felt sorry that the Coast Guard has been stuck with so many missions outside of Search and Res¬ cue, and would have been angry had it not been flat calm and had it caused a delay in the race. On the Daisy B, “all felt violated, and a strange sour mood surrounded us the next few days” Preston was disheartened to find “that a small boat at sea is no longer one of the last private places, but is now an object of official suspiciort.” / , Incision’s

It’s only fair to warn you folks, but routine inspections are going to be continuing if not increasing. Not only near Florida and the east coast, but on the west coast and even the high seas. Florida and the eastern seaboard have been pipelines for pot for years now. Naturally the Drug Enforcement Agency ef¬ forts are at their highest level there. (Preston’s Wall Street Journal mentioned that on October 9th the Coast Guard cutter,

DUSTING Point Francis opened up direct fire on a

50-ft.

fishing boat suspected of holding

Coasties appear more intent on ‘routinely’ inspecting boats far from U.S. shores.

dope. It did, 12V2 tons.) But the increased heat in the Florida area has caused a greater number of smugglers to head for other ports. San Francisco and even Washington state have gotten greater shipments in recent years. As a result, the Coast Guard is broadening the scope of their ‘routine inspections’ for dope.

Lelping them out is a change in the U.S. Code, a change which nobody in the U.S. Attorney’s office, the 11th or 12th Coast Guard Districts, or the Drug Enforce¬ ment Agency, seems to be able to define. Some officials have told us that now the Coast Guard can search and seize vessels on the high seas, not just those in territorial waters. Nonsense, say others, the Coast Guard and Customs have always had that authority over U.S. registered vessels, even on the high seas. We heard several other stories about this Code which changed in September, but the guy with the best sound¬ ing story told us that the new law involved change in prosecution, not boarding rights of the Coast Guard. The way he explained it, the Coast Guard always has had and still does have the right to board U.S. registered boats anywhere. But previously if they found your boat full of dope on the high seas, it did not mean a cer¬ tain prosecution because the government had to prove there was a conspiracy to break the law in order to get a conviction. Usually that was hard to prove, and so there were limited numbers of high seas searches. The change in law no longer requires them to prove a conspiracy; all they have to do is find the dope. That would explain why the

Cl ust ask Jack Watson and Dale Brown¬ ing of Santa Cruz, and Jeffery Evenson of Menlo Park. These guys were busted by the Coast Guard for having $1 million dollars worth of dope on the sailboat, Globetrotter out of Newport Beach. You know where they were on December 7 when they got busted? 107-miles south/southwest of Cabo San Lucas. Cabo San Lucas as in the tip of Baja, California. Their boat was spotted by an HH-52A he¬ licopter attached to the 210-ft. cutter, Ven¬ turous which was on ‘routine law enforce¬ ment patrol’. One-hundred miles south of Cabo? The Globetrotter was checked for the familiar reason, ‘compliance with U.S. laws. The charge was possesion of a controlled substance on the high seas. (According to news service stories, that bust was the biggest since the new law went into effect that permits U.S. authorities to seize U.S. vessels involved in alleged illegal activities in international waters, instead of waiting until they enter U.S. waters. Again, that can’t be ‘the new law’ because the Coast Guard and Customs will tell you they’ve always had jurisdiction.)

hey are searching close to home, too. The Incision guys found out; many of you will find out; and the guys from the motor-' sailer Reverie already know. Thomas Her¬ man of Sausalito and two Washington men were arrested on the 46-ft. Portland-based motorsailer Reverie in Monterey Bay last December. Seems the Coast Guard had wat¬ ched little boats shuttling to and from the

EXCALIBUR 26 More Satisfaction For Your Money

vessel and consequently made a surprise midnight inspection. They found 40 tons of high grade marijuana. (In a 46-ft. boat?) The dope, a U.S. drug enforcement agent speculated, was from either Columbia or Costa Rica. Since there’s appears to be an increase in boarding and busts, we asked the Coast Guard if they’ve recently stepped up th<?ir ef¬ forts. A spokesman told us that they had not been stepped up, but they were proceeding full speed ahead — just as he claims they’ve always been. Whether or not efforts to squash smuggling have been stepped up or not is besides the point for you folks and us. There is more dope sailing up the west coast, and apparently there is new legislation that makes it easier to get prosecutions. What that adds up to is a greatly increased propsect of being boarded on the high seas for a ‘routine’ safety inspection. Be prepared. The new circumstances present a conflict for the tremendous amount of folks who recreationally enjoy both pot and sailing. In the past, most of these folks have looked upon the pot smuggler as a high rolling businessman willing to take high risks (prison) for powerful profit margins. That was fine and dandy as long as the smuggling business 'didn’t interfere with folk’s sailing and the sovereign and spiritual feelings that accompany it. As hassling ‘routine’ inspections increase, and ‘ruin the neighborhood’, so will the number of folks whose sentiments on smug¬ glers will have gone from neutral to negative. They may be inclined to turn these business¬ men in. Because of this and increased surveillance, we’d recommend a small plane into Arizona if you plan to do some impor¬ ting.

— latitude 38

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MASTS

During the Industrial Revolution, great strides were made in the science of engineer¬ ing. In the beginning of that period there had been what we call ‘locomotive engineering’ because of the method that was used to design the trains of that day. If something broke on them, a replacement part was simply designed stronger and heavier. For centuries this kind of design technolo¬ gy dominated sailing masts. Typically' they were built of solid wood and in two ways resembled telephone poles. They looked like telephone poles, and they represented the same level of engineering sophistication. Near the turn of the century naval ar¬ chitects began to employ modern engineer¬ ing principles. Masts were made hollow to save weight while retaining the same strength. The fore and aft dimensions were proportionally increased.to match the greater loads encountered in those directions. And the tops of some masts were tapered because there was less bending moment there. As aluminum became cheaper and more readily available in the 30’s, owners pf the giant J-boats began to experiment with the material. The first aluminum masts were crude by today’s standards, made of aluminum plate fastened with thousands of rivets. When aluminum extrusions became practical to manufacture, one-piece masts of ail sizes became available. With the advent of fiberglass boats, a few masts were built of fiberglass, a couple of which are still in use today. However con¬ struction problems and less desirable characteristics than found in aluminim prevented their widespread acceptance: Newer trends in mast technology for rac¬ ing boats has included the utilization of more exotic materials in an ongoing quest to reduce weight aloft. In 1975 and 1977. 12-Meters used titanium top sections because of the materials superior strength to weight ration over aluminum. Weight, of course, is a critical factor in the effectiveness of a mast because the less there is, the stiffer the boat and the less the boat pitches going to weather. The latest in mast technology was seen last year with the 12-Meters, Lionheart and

Australia, both of whose masts sported top sections of epoxy impregnated carbon fiber. This material is flexible to the extent that an entire mast of it could theoretically be bent into a complete circle without breaking. The benefit of this unusual flexibility is that it allows a boat to ‘cheat’ on rated sail area (see Figure One). However, the expense and, lack of availability of this and other exotic materials is causing them to either be penaliz¬ ed or prohibited by many racing authorities. *

Figure One.

If your masts fails, it’s because of one of three reasons: 1. Mechanical failure. This means that a turnbuckle, shroud, spreader, or other mechanical fitting in the mast system failed from either fatigue, corrosion or poor de¬ sign. It’s for this reason that all parts of the mast should be periodically inspected, with spreaders, spreader bases, and shroud ter¬ minals getting particular attention. 2. Local failure. In such cases the loss of the stick was due to some kind of excessive ‘local loading’. Examples are spreader bases crushing through thin mast walls, shroud connection pulling out of the mast extrusion, or the deck partners squashing the extrusion. We’ll talk about this cause of mast failure in detail much later in the article. 3. Buckling^ This is the third cause of mast failure, and it’s a result of poor engineering. It’s the same thing that happens to the sides of a coke can when you step on it; the walls crumple suddenly and dramatically. To find out why a mast buckles, look at Figure Two. In this illustration the mast is cut just above the deck to show the forces on it due to shrouds X and Y. To counteract these forces the deck pushes sideways with ‘force A’ and the mast step pushes up along the axis of the mast with ‘force B’. This force, B, is by far the greater of the two and puts the mast into compression. If the compres¬ sion becomes too great, the mast wall buckles like the coke can. (Unstayed masts, such as the ‘freedom’ rigs, are designed to withstand failure due to bending, not compression, because without the stays, there is very little compression load. Consequently, these masts are ex¬ tremely heavy and large, especially at deck level where all the bending moment must be resisted.)

1—<uler, a Swiss mathematician in the

BY DESIGN

Aluminum has a modulus of elasticity of 10 million pounds per inch of deformation. Wood has an ‘E’ of 1.76 million, or less than one-fifth as strong. You can see why an aluminum spar of the same dimension and section can be five times as strong as a wood one. The moduli for some of the more exotic mast materials is even much higher; titanium is 16 million; carbon fiber is 25 million. T is the ‘moment of enertia’ of the mast section, and qualifies the shape of the mast. Simplified, the moment of inertia tells how thick the walls are and how far this material is located from the center or the ‘neutral axis’ of the section. Figure Three shows a modern mast section for a typical Two Tonner. Notice the concentration of materials (in¬ dicated by the arrows) far away from the neutral axis; this is the efficient way to in¬ crease the moment of inertia with little cor¬ responding increase in weight. Figure Four (next page), shows two tubes of equal moment of inertia. The first is

1700’s discovered that every column, such as the wall of a coke can or a mast section, has a critical load along the axis of the col¬ umn. It’s called Pcr, and that load is^he max¬ imum compression the particular column can stand before buckling. The formula is Pcr = 9.87xExI L2 In the equation ‘E’ is the modulus of elasticity of the material from which the col¬ umn is made, and describes how much force is required to deform the material. page 101

ALL ILLUSTRATIONS BY BOB SMITH

3-l/2-*inches in diameter with a 1/8-inch wall; the second is 2-3/8-inches in diameter with a 3/4-inch wall. A mast made of this se¬ cond tube is of equal stiffness as the first, yet it would be almost 3 times as heavy. Why then do sailors looking for perfor¬ mance strive for extremely small masts? They want the smaller sections because they ‘want less wind resistance which allows the mainsail to work more efficiently; they want thin-walled masts to keep the weight doCvn because it reduces pitching in a seaway. The only way they can have both of these favor¬ able qualities is by increasing mast support — more spreaders, shrouds, and stays. This is where the ‘L

in the equation comes in.

MASTS

‘L’ is acutally panel length, and must be considered in two directions; fore and aft, and side to side. Fore and aft, ‘L’.is the un¬ supported panel length between the deck and the jibstay — ^see Figure Five. Side to side, L is the length of the longest unsup¬ ported panel either between spreaders or be¬ tween spreaders and top or bottom of the i mast. See Figure Three. Euler’s equation allows for a smaller sec¬ tion (smaller T) if the panel length (‘L’) is shorter. Thus the reason we see three and four sets of spreaders on racing masts is because it allows the mast section to be both small (reduced windage), and thin-walled (light). I’ve heard one designer joke that his next design will have a ‘twin-stay/headfoil’ for a mast, with 36 sets of spreaders. The reason this is a joke (see Cartoon), is because at some point the advantages of a smaller mast section are overcome by increased weight and windage of all the additional spreaders and shrouds.

It s for this reason a good designer must carefully optimize the size, weight, and win¬ dage so that no one factor of the mast is em¬

phasized at the expense of the others, and so that all necessary strength criteria are satisfied.

T 1 here are two other ways of reducing the compression load on a mast (or defusion of the buckling potential), and they might be of some interest to the cruising sailor in par¬ ticular. One method is to reduce the tension on the shrouds. This, however, is advisable only to a certain point, after which the mast would be allowed to get ‘out of column’ and lose most of its inclination to remain standing. The second method is more practical, and simply involves incorporating longer spreaders and outboard chainplates in the original design. Many cruising boats have their chainplates way out on the rail; this doesn’t allow for close sheeting of genoas as you’d want on a serious racing boat, but if everything else on the mast was the same it wotrld have a substantially reduced compres¬ sion load than on a shorter spreader / in¬ board chainplates racing boat.

I—*arlier I told you two causes of mast failure, mechanical failure and buckling. Now that you know more about mast engineering, I can tell you two more. Local loading. In his quest for an optimum racing mast, the designer may come up with a terrific small and light section that will

BY DESIGN ‘wrong’ way. Both backstays and jackstays shorten the fore and aft ‘L’, but they also allow the crew to set for correct sail shape.

Bob Smith is a bay area naval architect. He has a degree in mechanical engineering and naval architecture.

v_«/ince the formula and engineering for masts is fairly simple and straightforward, a lot of sailors will want to know why masts still fall down. The five, for instance, that were lost in the first race of the 1978 S.O.R.C. Part of the reason was human error, either not putting the runners on in .time or overbending the rig. But it’s mostly because the designer cannot design a mast with just this static formula alone, for out on the ocean you encounter something called ‘dynamic loading’. If a boat is sailed in perfectly calm seas and steady winds, I could say that was virtually a ‘static’ condition, and

Cartoon.

:i.-

withstand al! the compressive loads. However, if he’s not careful, he’ll have de¬ signed the mast to such a narrow wall thickness that it will fail from local loading. Examples of this are when pressure from a spreader base of deck partners is too great for the mast section and crushes it. So just because a mast can take sufficient compres¬ sion loading to withstand buckling doesn’t mean it can take all the local loading it may be subjected to. Overbending. This is the fourth source of mast failure. Light, small masts are often noodley and run the danger of overbending. Each type of material from which masts are made can withstand only a certain ‘radius of curvature’ (sharpness of bend), after which the bend becomes permanent. This brings us to the subject of backstays and jackstays which are used to shorten the fore and aft panel lengths (remember ‘L’). Just as we reduced the unsupported panel lengths in a side to side direction with more spreaders, multiple backstays and jackstays are used to reduce the length of unsup¬ ported panels in the fore and aft directions. Figure Six shows how the running backstays on a masthead rig prevent those parts of the mast from moving and divide up the panel

length. Fractional rigged boats, Figure Six, rarely need jackstays because the permanent back¬ stays normally cause sufficient forward bend which prevents them from curving the page 103

Figure Six.

I could figure the forces on the mast almost down to the last pound. But because boats often sail into large seas and gusty winds, they are subject to dynamic loading. Pounding into a big sea, the mast might swing through an arc of as much as ten-feet. Or a sudden gust of wind or violent broach can cause instantaneous shock loading many times that of the static forces encountered in gentle conditions. Because the forces of these dynamic loads cannot easily be measured, safety factors are used. If a mast is

MASTS

designed to withstand twice the force of our static Euler equation, then it is said to have a safety factor of two. In my designs I use fac¬ tors of two to three for cruising applications, and 1.2 to 2.0 for racing boats, depending on how radical the owner wants to go.

So as with most things in life, there are many tradeoffs to be considered in picking a mast. If you want speed, pointing ability, and maximum control of sail shape, you want a precisely calculated combination of a narrow spar, a thin wall, multiple spreaders, and chainplates close to the centerline. If you’re not so performance-oriented, and want peace of mind, you’ll look for a big section with thick walls, and have the chainplates to the rail. You’ll loose some speed pointing, because pointing ability of less efficiency with the shape of the main and greater pitching from the greated weight aloft, but chances are slim you’ll lose your stick. — bob smith

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THE LATITUDE 38 INTERVIEW

BERNARD MOITESSIER

Interview Conducted and Transcribed by Frank DiMarco Bernard Moitessier sailed his 40-ft. ketch, Joshua, into Sausalito a couple of months ago, non-stop and singlehanded from Tahiti. Nothing new for Bernard. In his thirty-years or more of sailing he has covered so much water that it is hard to decide how to list it. At twenty-one he had his first vessel, a sailing junk, which he used for trading be¬ tween Rachgia (South Viet Nam) and Rampot (Cambodia) in his native Southeast Asia. At twenty-seven he singlehanded a 31-ft. junk Marie Therese west via Singapore only to be shipwrecked in the Indian Ocean. At thirty, he built a new boat, Marie Therese III on Mauritius Island and singlehanded to South Africa then to the West Indies. A few months after arriving in the West Indies he lost his boat on a reef. The next boat he built and launched, when he was thirty-seven, is the now-famous Joshua. Among the many voyages in this yacht was a four-month non-stop trip from Tahiti to France with his wife. At the time (1966) it was the longest non-stop trip ever made by a

yacht. Yes, via Cape Horn. Moitessier has written three books: Sailing to The Reefs, published in England by Holly & Carter; Cape Horn, the Logical Route, published in the U.S. by William Morrow; and The Long Way, an account of his tenmonth, singlehanded race IV2 times around the world, published by Doubleday. In addition, Mr. Moitessier has with him a 45-minute film, in color, of that voyage, a trip which took him from Plymouth, Eng¬ land, the start of the Sunday Times Race, around the Cape of Good Hope, Cape Leuwin (South of AustraliaCape Horn, and again around Good Hope and Leuwin on his way to Tahiti. 37,000-miles — non¬ stop and singlehanded! Bernard will be presenting the movie at several northern and southern California locations early this year. Over smoked oysters, sharp chedder and wine aboard my ketch, I talked with Bernard about his sailings, his boat and his philosophies.

38: One of the stories that goes around is that you were well on your way to winning a very famous around-the-world race and for some reason turned around and went the other way. Moitessier: When I turned around I sent a message on my sling¬ shot. You know, I used to have pieces of lead and when I wanted to send a message to be cabled, I would try to attract ship with a signal mirror, then I would slingshot the message to the ship. In this case the cable was addressed to the Sunday Times, the sponsor of the race. The message I sent was, “I am continuing throughout the Pacific because I am happy at sea and also to save my soul,” that’s all

that was on the message. I just didn’t feel.li]<e going back, going back into .all that shit. Publicity, media, you know, when they want to make you some kind of hero they drive you just crazy. Their way of thinking is wrong to me. It’s no good trying to make a hero of somebody because it’s too easy. And that’s what would have happened to me. I knew that very few boats would succeed in round-

ing those three Capes without something that would make them have to stop. There was a journalist asking me, before 1 left, who I thought would win the race and it made me mad. 1 told him, “Any guy who will have gone around those three Capes will be a winner anyway, even if seven of us arrive or even two or three, so don’t talk about it.” There are different rules of the game when you go on such

a trip. That’s the fight against the ‘dragon’. 38: Bernard?

Moitessier: I

didn’t know I was going to fight against the ‘dragon’, which is the second aspect of the trip, the spiritual part. The physical part is that you must be very careful and be as good a sailor as you can. You have to make every little repair, you have to

moitessier make it immediately so that your boat is brand new any time of the day. For example, one day it was a flat calm off the Cape of Good Hope, and I was doing some repair work on the mizzen boom with a marlinspike, perhaps on some line which had chafed. The spike fell into the water and I instantly jumped in and got it back before it sank out of sight; so my boat was still new. You see, I didn’t even have to think to do this. I had a spare spike, but still the physical side reacted. The physical side of the trip was to do all things necessary to bring the boat back. 38: On the spiritual side, what is the ‘dragon’? Is it personal to you or is it a ‘dragon’ everyone must confront? Moitessier: What is the dragon? ... it is ... so difficult to ex¬ plain, for two years I tried to write about it . . . 38: It’s not a specific dragon from mythology? 'Moitessier: We all have to fight against something, and if we don’t fight against that something, we never . . . 38: Never live? Moitessier: No, if we don’t fight against that something we never evolve. We just stay what we are which means we just stay a bunch of monkeys. We have to fight against something that is bigger than us; we have to create something bigger than our little selves . . . but it is so difficult to express don’t bother about ft. 38: You named your boat after Joshua Slocum? Moitessier: Yes, I have an immense respect for that man, an im¬ mense respect. His is the first English book (Sailing Alone Around the World) that I read. I could only understand one word in every three at the start of the book, heh, heh, and little by little I could read practically fluently. That book is so good! 38: Did you put tacks on your deck when you went around Cape Horn? Moitessier: Naw. You know, Slocum really opened the road. He was such a super sailor. He just opened the road for all of us. He was over 50. 38: And a sea captain. Moitessier: Yes, he was the skipper of big ships. But it was just unbelievable that a small boat could do it at that time. Incredible. He was such a great seaman. He opened the road just to prove it could be done in such a small vessel and to show how you could do it. 38: Were there times when you thought you communicated with him?

38: No. but I think of that man when I sail. You know, you have to think of that man . 38: Did you, start sensing currents like Slocum could? Moitessier: No, those type of sailors are gone now. Unfor¬ tunately it is past. Oh, sure, you can sense some things, but not like those sailors. Now, ha, ha, we have WWV. You know, you turn your radio on and you know what is going to happen, more or less. But they had to watch, they had to watch everything, they were so aware of everything. That was such an important part of my voyage. I had to be aware of everything if I wanted to succeed. That also was part of the fight with the dragon, ha, ha, ha. 38: I was wondering when you’d get back to that. Moitessier: Ha, ha, it’s so nice to just lay on your bunk with a fantastic book, but you also have to be aware of what must be done on deck. Then it starts to become a dance with life, because there are rhythms. You have to be so aware that everything must work good from beginning to end and stay on a high level of quality. That’s what you are looking for, and it is a nice game. You could get very high

playing that game, and that is how I could stay at sea that long. 38: Some sailors become uncomfortable too long on land. Do you? Moitessier: No, now I feel quite comfortable on shore. I still like to sail, of course, but 'Nit is different now than before. ' 38: You say you are very lazy. Some others who have changed sails two or three times during the night might disagree. Moitessier: Well, of course, this has happened to me, changing sails three of four times during the night. I used to be always under¬ canvassed early. Whenever the weather became menacing I would start reducing sail. Then I would be prepared for anything. You know, I think one of the most beautiful books that has been written ajxmt the sea is called The Mirror of the Sea by Joseph Con¬ rad. He is explaining to you, poetically, the difference between what we cxall the “Roaring Forties” and the Tradewinds. The Roaring For¬ ties, Conrad compares to a very, very strong King getting angry very fast. Nothing sneaky or subtle. A straightforward tyrant. The tradewinds are another tyrant but a sneaky one. They smile to you, and suddenly try to knife you in the back. 38: Lulling you into security? Moitessier: Yes, and then, “POW!” You get a big squall. Yeah, the whole game is very different in the high latitudes. The high latitudes are sometimes very hard, but always straightforward. There are a few secrets to sailing there, heh, heh. I think it is important to have a boat, not too heavy, and to have the ability to have almost no sail, but always some sail, just to stay maneuverable. 38: Never bare poles? Moitessier: No, because with bare poles you cannot control the steering. You need just a little speed to get headway so the rudder will obey and then it’s OK. I ran under bare poles the first trip for five or six days and I was totally exhausted because on each wave you have to go the same speed with the wave then turn fifteen degrees so you wouldn’t pitchpole. Then you‘broach a little bit and then you have to get enough speed to try to maneuver, because if you get caught sideways in the Roaring Forties you are just rolled over, that’s all. You must not get caught sideways in a gale by a breaker, you cannot heaveto, you cannot do anything, you’ll just get rolled over^ 38: So you have to run? Moitessier: Yes, you have to run, but not fast. I am speaking of cruising type boats, now. Racing boats have done this, you know, and they may think totally different. I don’t pretend to know everything.

38: Given the 40-foot size of your boat, what size waves are we talking about where you risk pitchpoling regularly? Moitessier: On a heavy boat it is quite easy to pitchpole, quite easy, in the Roaring Forties.

38: In the average swell of a gale? Moitessier: No, not quite in the average swell of the gale. But if the gale is a little bit strong you can pitchpole in a heavy boat running dead wind. You start surfing on the waves which are very, very steep, then you can pitchpole. That almost happened to Joshua. Just “real almost.” Then I understood that I must never be dead ahead of a following wave in the Roaring Forties. “I have seen the Sand\; Fjord with my-own eyes in Capetown, and let rne say you could take five boats the, size of my Joshua and put them in the Sandt^ Fjord and still have room left over. This is a real enormous Colin Archer which had pitchpoled! So, you know, I don’t know about these guys who race around the world, heh, heh . . they go fast! But there is always somebody at the helm, that is condi-

moitessier tion,number one. If you could always be at the helm you could go a little faster on Joshua but not much. But the racing boats are dif¬ ferent, they are bigger, much lighter and they go very fast. 38: Allard Coles talks about this also, in Heavy Weather Sailing. Moitessier: Yes, with a heavy cruising boat I think that you must avoid the surfing because surfing means a lot of speed and if you hit a steep wave you just go into it. On a racing boat, with someone on the helm, you can play with every wave. 38: If a heavy boat is dangerous because it might pitchpole, would you have liked a lighter boat? Moitessier: Yes. I’m sure the lighter you are the better it is, I think so, I just think so in rough seas. 38: How light is light — very, very light? Moitessier: Well, the boat must be strong, steel or maybe aluminum. I mean a very strong boat but light. Joshua displaces 15 tons on 40-ft., and by light I mean maybe 10 or 12 tons would have been better. 38: Who steered your boat while you slept? Moitessier: 1 didn’t steer my boat at all during that whole ten months except for maybe a few hours. I was on self-steering all the time except for a very few occasions when the wind vane broke. But I had several spare wind vanes so that I could immediately put on a new one. 38: What part of your vane broke? Moitessier: My wind vane is a broomstick and a plate of very light plywood, heh, heh. I can do that because I have an outside rud¬ der which is simpler. When you have an inside rudder the self steer¬ ing device becomes much more complicated. 38: Bernard, tell us why a steel boat? Moitessier: After I lost Marie Therese II, 1 worked three or four months on a tanker so I could study steel and begin to understand it. What I found out about steel, rightfully, was'that anybody could maintain a steel boat without any headaches. If you have a scrubber, a wire brush and paint you can maintain it easily. It is totally dry, it is very, very strong. If you don’t make it fancy, and don’t put any wood on top of the steel, practically nothing goes wrong. It is very simple material. I saw Irving Johnson’s Yankee in France and I was very impress¬ ed. I wanted to ask him if he would build a steel boat again. As it turned out Irving Johnson has been very, very nice to me. Very nice. I was one of these little guys who likes to come up and ask questions of people. He started explaining to me why steel is better than wood. He told me that about every ten years there is an improvement in chemistry that makes the protection of steel improve. It improves regularly. We know more and more about how to deal with corro¬ sion. With wood it is just the opposite. You have less and less good timber and it requires a lot of skill to build a good wood boat. But it doesn’t require a lot of skill to make a good, strong steel hull. There are many, many welders but there are not many shipwrights. And, again, you don’t have the wood nowadays. Before you were building boats wjth wood which had* been lying in the mud for ten years then dried in the shed for another twenty years, heh, heh. And, of course, those people who loved doing their job. 38: What kind of meals would you prepare at sea. What is your regular fare? Moitessier: A lot of rice. I used to eat rice with almost every meal. I am really not a good cook, you know, So it is tinned food, tinned meat, corned beef, things like that. 38: No crepes suzette after dinner? page 109

Moitessier: Ha, ha, ha, no, I am a terribly bad cook, just terrible.

38: What kind of stove do yoj use? Moitessier: A Radius, kerosene. It can use Primus burners as well.

38: Any trouble with it? Moitessier: None. 38: Do you clean your stove at sea often? Moitessier: Oh, yeah, I have to change burners about every three months. You need a few burners. You need to be well equip¬ ped. I have a little gas camping stove as well, which was very nice for making hot chocolate, coffee. 38: Did you have any problems priming the kerosene stove at sea? Moitessier: Well, what I do, my stove has no gimbals. I put a small ring of asbestos in the cup below the burner and the alcohol doesn’t slosh out. Once, heh, heh, I had to drill a little hole in the handle of the burner to accomodate the Primus burner. Instead of doing it straightaway, I decided to put it off for some reason; maybe I had worked on deck to change a lashing or something. But I was tired and I decided to rest instead of drilling the hole. This was two months before I arrived in Tahiti, in the middle of the Indian Ocean and without the kerosene stove I couldn’t make any rice. You know, a pressure cooker of rice is a 2 day supply. 1 could use the small camp stove but I didn’t have that many gas bottles left and it takes a lot of gas to cook that much rice. So I had to eat mashed potatoes, you know, you mix with a little boiling water. Powdered, you have that, here? 38: Yes, we call it “instant.” Moitessier: Is it available? I like that stuff. So without drilling that tiny little hole in the handle of the burner I started eating less nourishing food. That was the problem. Suddenly, for the first time on the whole trip, I realized that I had lost the baraka. 38: What is that,, the baraka? Moitessier: The baraka is when everything goes fine, whatever the conditions are. Remember this fight against the dragon? Well,

Son, Stephen.

Wife, Helene.

BERNARD'S BOAT We wandered down to Bernard’s boat on Christmas Eve to take some photographs to illustrate Frank DiMarco’s interview. Bern¬ ard, his wife Helene, and their nine-year old

hull bright red; her decks white; and her steel cleats, stanchions, handrails, bowsprit, turnbuckles and pulpits are painted black. She looks simple, solid, and slow.

It's a long walk to the jib tack.

Bernard's Joshua.

son Stephen were all there preparing to visit friends in El Cerrito. Nevertheless they in¬ vited us aboard to take a few shots and have a look around the boat. Joshua is almost 20 years old. She’s no sleek beauty, and there’s been no attempt to hide the fact. Her bottom is a dark color; her

Staysail halyard shackle.

Appearances are not important to Ber¬ nard, not important like economy, simplici¬ ty, and freedom from maintenance. We learned this while talking about his masts. “Say, what are those made of Bernard?” The main mast is pine, and the mizzen is a telephone pole.”

“A telephone pole.” “It’s very simple and costs very little. It’s as old as the boat.” “Is it treated with anything?” “They put creosote on them when they’re made.” “Bernard, does it look to you like the

Goiot winches on-the cabintop.

masts need maybe a little paint?” “No. I painted them last in 1974. I don’t ask much of masts, just that they don’t rot on me. I did have some problems with the pine mast, it cracked a bit and so water was pour¬ ing down into the cabin through the crack. But I fixed that.” As we continued discussing the boat, Ber¬ nard went on to explain that he did not ask things to be pretty, just functional. He said, Life is too short to have to stop and do things which are riot really necessary for the boat; otherwise all your time would be spent working on your boat and you don’t have time to do things which are important. It’s important that the boat works and stays in

good shape, but when that is attained, O.K., stop it.”

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What is meant by ‘good shape’ is a relative thing, and thus we’ve printed some shots of Bernard’s boat to illustrate what he means. You might be shocked by what may appear to be the mediocre condition of some gear, but we weren’t. Over the last few years we've learned over and over again that the latest equipment is terrific and helpful, but powerful will can compensate for the lack of if. It’s like the British say, ‘it’s not the boats that count, it’s the men in them.’ We find this to be an encouraging message, and feel it’s Bernard’s inspiration. You folks who want to go cruising don’t need the latest boat; you don’t need the latest in rolierfurling headsails and mains; you don’t need refrigerators and electric windlasses; you don’t need the most expensive shackles and marine hardware. All of these are nice, but experience at sea and the ability to work with what’s available and sheer desire can make up for all of them. It’s an un-American per¬ spective to sailing, but Bernard has demon¬ strated that it’s not unworkable or unsatisfy¬ ing. — latitude 38

Joshua’s bowsprit has holes in it.

Joshua’s small, efficient galley.

(Above left) Ber¬ nard’s compa¬ nionway canopy.

Inside and out¬ side steering stations.

moitessier there are other legends, Greek legends.'The baraka was when a god of Olympus falls in love with a human, he likes what that human is trying to do, and things become really, really perfect. Your senses are very aware and then you pass to some slightly different dimen¬ sion. That was one of the Greek legends. I lost, ha, ha, ho, ho, the baraka the day I didn’t drill that little hole, heh, heh. The god of Olympus was no longer in love with me because I had been waiting for him to drill that little hole instead of doing it myself. 38: You mean the ol’ merde-hit the fan? Moitessier: Ha, ha, I got knocked down five times before I made it to Tahiti. It was much harder for me and there was no way for me to drill that bloody hole. It was too late, I was on a low reef all the time, and the sea was too rough. I would have broken the drill and I was too tired anyway. I needed to eat well and I couldn’t. It was just too late and the god had gone away. It was pure chance later, when I was on deck, that I understood physically why I got knocked down. That is it happened when11 was surfing sideways a little too much, a little bit too much speed, and then you heel . . . sideways a little too much, a little bit too much speed, and then you heel . . . and . . . phffghtzl! The sea has to be watched, heh, heh. 38: And your mast goes in the water? Moitessier: No, not the time I was on deck. But I understood the principle, how it had happened before. Everytime before had been at night and I was inside the cabin. It was very hard work to Tahiti. And my last knockdown, ha, ha, was my biggest. It was 34 degrees South. It was a huge one. 38: What sails did you have up? Moitessier: Only a small jib, 55 square feet, and a small staysail of 65 square feet. The main was down and so was the mizzen. I had torn the mizzen earlier by not reefing it soon enough. It was the first sail I had messed up and; it was just ten days before reaching Tahiti. 38: Tell us about your boat. Moitessier: She’s eighteen years old, and was designed by Jean Knocker, a French naval architect who is still alive. She’s a doubleender, but not a Golin Archer. Joshua is 40-ft. long, with a 7-foot bowsprit and is about 34-ft. on the waterline. Her beam is lOVk-ft.; her mainmast is just over 50-ft. off the deck; both masts are wood. Joshua displaces 15 tons, her hull and decks are steel. She has a one-cylinder diesel engine, very simple, no reverse and a centrifugal clutch. 38: You like the ketch rig? Moitessier: Yes, the ketch is something unbelievable. A ketch can run safely downwind with only the mizzen. No main, no jib, no staysail. You can heave to with just the mizzen and the tiller to one side. But I prefer a little bit of main and a head sail to windward. 38: Have you ever had to change your mainsail at sea? Moitessier: Yes. Once, er, twice. No, actually three times altogether. Only once I had to take it off because I had split it in half. But it was good weather. The sail had been flapping against a stay and there was just a little bit of wire sticking out. And that little thing . . . well, it worked on the sail all night. When I got up to piss I saw stars through the main, heh, heh, heh. So I pulled it down and in calm weather it was a full day’s work sewing it up by hand. 38: What about trimming sails on Joshua? Moitessier: I have the winches very close to the hatch so I just put my head and shoulders out and can trim my sails. 38: And the halyards? Moitessier: The halyards are secured at the bottom of the mast,

I don’t need to control them from the cockpit. Keep in mind that when you go forward to drop a main you are normally dropping a reefed main and not a full main. You know, you can time it between waves. Normally I could walk forward in security but I was always watching the sea. Always. 38: Were- you clipped on? Moitessier: No, only when I had something to do at the bowsprit and it was a little bit rough — changing to a smaller jib, for example. I don’t like a harness normally. I feel clumsy in one. Only when I had to spend more time forward than usual. More time than between two waves, ha, ha, ha, ha. In the Roaring Forties you always have to be aware, grabbing hand holds, for example. Standing on .the cabin sometimes your legs are lifted when the wave comes. That has happened; no fun at all. They were jiot bad waves but you would get completely wet and the cockpit was full, ho, ho, and the sextant would be floating in the cockpit. Under conditions like this I could also jump into the compa¬ nionway and pull the hatch closed over my head. I had a seat there, too, and could look out ready to go topside immediately. 38: Any other sail problems? Moitessier: Ho, ho, I blew the main on a jibe. I was jibing but I had no mizzen to protect the main. The mizzen is a very, very good sail for jibing because it covers the main so it will pass nicely. Just ripped it to shreds. But the material was gone from all the sun. It hap¬ pened only eight days before reaching Tahiti. But I had a spare main, of course. 38: What do you have on there now? Moitessier: I don’t know. It is something. A friend of mine who is a sailmaker in Hawaii made it for me. Well-designed, well-made. We only disagreed on one thing. He wanted me to have a sail without battens. But I wanted as much curve in the leech as possible because I have so much mast. • One of the big, big problems with sailmakers these days is that they use a thread which is too thin and they tell you you are an idiot because only the thin thread is good. They are convinced it is strong and it is not, I’m sorry. You need thick thread. Three row’s of thick thread and then you have something that really lasts. Durability, uniform durability. The perfect, perfect sail, when getting too old, would almost totally disintegrate at once. No weak parts, you understand. That would be the “perfect sail,” for a joke, of course. 38: Do you have reef points in your staysail? Moitessier: Yes, two sets. In singlehanding it’s much, much easier to take a reef in a staysail than taking it in and pulling up another, smaller staysail. The staysail is much easier to work with than the jib. The clew to reef the jib is definitely out of the boat. You have to go to the bowsprit besides. I prefer not to reef the jib unless I have no other choice and then you want to do it well in advance of bad weather. I had a genoa up all the way down to the Roaring Forties and then replaced it with a smaller jib. The genoa never went up again until I was back in the Tradewinds near Tahiti. 38: Where do you go from here? Moitessier: From here? I just arrived! Anywhere I drop my hook I might stay for years, ha, ha!

38: People have been asking about your book, The Long Way. Moitessier: Yes, it is out of print. Maybe Doubleday will print it again. Who knows, publishers have their problems, that is their baby. But you know, there are many, many important books to read. My book is just a book of a monkey trying to talk, ho, ha, ha. It is so dif-

moitessier ficult to write. All 1 can do is my best, that’s all. 38: Do you think you might write another book here in Sausalito? Moitessier: No, 1 think, for me, this is more of an environment for lecturing with my film, communicating with people. I’ve written many of the yacht clubs around here for this purpose. 38: You don’t feel like writing now? Moitessier: No, the doing is more important than the writing. Fart of the doing is to show the film, to talk with people, meet peo¬ ple, to exchange impressions. The doing is more important because everything has been written by Shakespeare, by Homer, ha, ha, heh, by huge people. 1 38: How much reading do you do while you are underway? Moitessier: Not many books, but real good, enriching ones. I read East of Eden twice and Zorba twice during the last voyage. I slowly rea^l important books like Steinbeck. The Jungle Book by Kipling. My mother read that book to us when 1 was a child. 38: When you were growing up was there any influence on your life by matters of the sea? Moitessier: 1 was born in Viet Nam and I lived 27 years there. Every year we would spend three months on the Gulf of Siam and 1 was always with the Vietnamese fishermen. 38: What kind of vessels? Moitessier: Oh, everything, but super simple. The cleats I have on Joshua are inspired by the cleats they use. When I left Viet Nam, I had never seen a “yacht” in my life. 38: So part of you is really Southeast Asian. Moitessier: Yes, my second mother w®s Chinese. When I was born, my mother needed someone to help her and she found that Chinese girl. She was still there when we left 27 years after. She was my second mother. They are very interesting people, the Chinese. You know, Chinese is the only living language which is universal in its written form? It means that one symbol will mean the same thing for anyone who knows that symbol. For example, in China you can have ten people sitting around a table and no one understands what the other is saying, but they can communicate in symbols. In Chinese, the symbol of the heart and the symbol of the spirit are the same. A fascinating language. I am trying, in my monkey way, to teach my son. With 200 symbols you can make an entire written language by combining two or more. For example, when you combine the sym¬ bols for “sun” and “moon”, it becomes “brilliant”. But the symbol of “white” below these and you have the symbol for “understand”. We were speaking of lack of communication earlier. I think the Chinese can be so creative that the western world should learn to com¬ municate with them. With 200 words you can communicate in the first degree. I knew less, maybe 150 words of Malaysian and I could

“1 submit to you what 1 believe is a good idea, like something I have seen in a dream: to plant fruit trees along the streets of our towns, along all our roads and paths, in all our public parks, and even in our forests for the qualities offering fine wood for construction and fur¬ niture, as well as edible fruits. For a fruit tree offers need¬ ed shade and greenery along with its fruits. But above all this, these fruit trees, which would belong to everyone (including the birds and bees), without ownership by any particular person, would represent a symbol for the era of evolution which we must enter if we want to succeed in the building of the country and our planet. These fruit trees, while growing, could serve as a real and non-verbal participation in the creation of something much greater than our little selves, something generous and simple, which would help in uniting mankind in the spirit of an evolution of the wisdom of the heart. Mankind has built cathedrals. A country where the roads and walkways and streets were lined with fruit trees would, I believe, be even more beautiful than the most beaufitul cathedral imaginable.” Extremely simple. A marriage of concious thinking and concious action which gives birth to something very simple. A step toward the intelligence of the heart, not the intelligence of the computer. We are all so busy fighting this and that, the pollution, the overfishing, etc.; but we never fight whas we should go after: human stupidity. We never fight against the roots of pollution, the roots of over¬ technology. 38: The response to your letters? Moitessier: At the end of the letters, I said: “I make $3,000 available to the first mayor who will decide to use my gift in the spirit of this letter.” You understand, to make it work I had to put more than words in it. I had to put an act in it. And I got about sixty replies. The first one I received got the $3,000. The responses came in over a period of months and it was a lot of work answering them all. 38: Did the Mayor invite you to the winning town? Moitessier: Yes, but that is not important. Besides, I was in Tahiti at the time and he was in France. 38: You conducted this campaign from aboard Joshua? Moitessier: Yes, it was about fiye months of work, solid writing. A lot of letters typed on my boat, I was trying to make the media get

but I will try. While I was in Tahiti I wrote letters to newspapers in France and tried to put over the idea of planting fruit trees along the highways, parks, etc. which would be the symbol of something simple and generous, a real participation in the creation. (Here is a translation of

interested. It’s funny, a long time ago in ancient Greece everything depended on the population and the population depended on the “word”, edicts, news, rumojr, etc. Now it is much the same. And if the media is fucked then you know where the population stands. All this fruit tree idea symbolizes that man can evolve only if he participates in the creation of the world. He cannot evolve just by sit¬ ting, or talking, or thinking by himself or giving advice. He must do things, not only talk about it. ‘Doing things’, for me, means par¬ ticipating in the creation of the world. It may seem strange that my ten months solo voyage could bring me to that fruit tree story, yet it is just the continuation of the same story . . . the fight against the dragon . . . the fight against the Original Sin, that is all this fruit tree story means to me. And we have the choice between “doing it” and “not doing it”. Very simple. That is just what I said to the sixty

the letter which appeared in Le Figaro on April 23, 1980):

Mayors; it is only a question of choice.

communicate. It is true of any language. 38: Do you think the West can join the East? Moitessier: Yes. What is good about Chinese is that they are a pacific people. They are really trying to create their country. They participate in the creation of something. They are together. 38: Bernard, will you tell us the story of the fruit trees? Moitessier: It is difficult to explain that story in just a few words

page I 13

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INNOCENTS ABOARD

Chapter III

“Your boat is too small. I won’t check you out to Mazatlan — too far, too dangerous.” Larry was trying to check out of Guaymas with the Port Captain so we could be on our way south, 400 miles down the Sea of Cor¬ tez to Mazatlan. You might think the Port Captain’s caution unreasonable, since Dove has more than a few ocean miles to her credit, and after all, we did get to Guaymas from San Francisco. But October is “chubasco" season along the mainland, bringing violent thunderstorms, and this same official had told a singlehander from the L A. area that he'couldn’t go 250 miles to La Paz, but, only 80 miles to Santa Rosalia. We’re learning not to be surprised at anything in Mexico, so Larry calmly asked where could we go? “Yavaros.” Ever heard of it? Me neither, but accepted our papers anyway, rather than argue uselessly. We knew once we had the papers we could go where we pleased. Yavaros is a little river port only about 100 miles south of Guaymas, and the chart shows a bar across the mouth. We passed up Yavaros in favor of a straight shot to Mazatlan. This sort of negotiation with officials is a constant part of cruising Mexico. Maybe some of our experiences with Immigration, Customs, banks, and mail will be heiptul if you’re coming down for the winter. You won’t be as innocent as we were, and just may avoid some problems. Don’t expect your trip to be hassle-free, though. Each of¬ ficial has his pet topic and will probably lec¬ ture you on it, but if you act interested and respectful you’ll eventually get what you want.

^^ome examples: The normal proedure when coming to Mexico is to file a crew list with a Mexican Consulate, usually in San Diego, and pay an $11 fee. I called the Mexican Consulate in San Francisco before we left and found no one who knew anything about it' In San Diego we were told over the phone that sice our first stop was Ensenada we should just go there — no problem. (Thinking back on it, they probably thought our final destination

The Port Captain's office, Cabo San Lucas. page 115

LARRY RODAMER

INNOCENTS ABOARD

in Mexico was Ensenada, and in that case you don't have to go through all this.) On ar¬ riving in Ensenada we went to Immigration — your first stop in each Mexican port —• and got our first lecture: "Always check out and pay $11 in San Diego." By not doing that, we caused Ensenada Immigration to have to write a letter to Ensenada Treasury asking them to take-our money. (Separation of powers has been brought to a fine state of art here in Mexico.) Then we had to find a money changer so we could pay thejee in pesos, go to the Treasury office, pay, and get a receipt. All the above in ten copies.

Capitania De Puerto, La Paz.

• LATITUDE 38 "

Senor Diego in the Immigration Office was very nice once he’d delivered his lecture, even walking us to the Treasury office on his way to the dentist. This got us into and out of Ensenada, but caused further trouble in Cabo San Lucas. The immigration man there, Senor Gon¬ zales, says he “invented" the present system after extensive studies all over the world, so he certainly should be the expert. He was very unhappy about something typed on our crew list in Ensenada, but again, after delivering-a lecture, checked us in. Part of Senor Gonzales’ lecture related to our arriving in port Friday evening and not seeing him until Monday morning. You are not allowed ashore until you’ve checked in with Immigration. Since you must go ashore to find Immigaration this may seem inconsis¬ tent. What it means in practice is that Im¬ migration is always your first stop, even before fuel, water, or cold beer. Or at least be tactful enough, when asked when you ar¬

rived, to say, “right now”. In fact we had gone to the Immigration office, a long hot walk out of town, first thing Saturday morn¬ ing, but found no one there. Sr. Gonzales says he lives in his office, and is always available. Our only attempt to prove this cost us $10 in “overtime fee" when we found him in his office on Saturday evening when we got back to Cabo from our abortive start for the Marquesas. Actually we were lucky. He said the normal fee would be $25 but his wife had just had her fifth child and he was celebrating. We shared his scotch (his favorite drink), paid up (cash, no receipt) and were “legal". But still had to wait until Monday morning to straighten out Tourist Cards, etc. Now we always try to arrive in a new port on a weekday!

G_«Jpeaking of Tourist Cards: As with the $11 fee, you should do it before you leave the States. You can get a Tourist Card from

INNOCENTS

you actually can or not depends a lot on which

particular

Immigration

official

you

deal with. We were given a 30-day extension in

Guaymas.

and

another

days

Mazatlan. after “proving" financial respon¬ sibility of $400 per person per month

(We

did that by flashing lots of credit cards, blank checks; boat ownership papers, etc., and paying 75 pesos, about $3.50, for a phone call to Mexico City to see if that was suffi¬ cient. I don’t know if the call was really made, but we got the extension.) Officially, your stay in Mexico is limited to 180 days. 6 months, after which you and the boat are supposed to return to the States and start over. Most of the cruisers we’ve met have worked out ways to prolong their stay — some for years! For starters, delay check¬ ing into your first Mexican port as long as possible. Tthe 6 months starts when your Tourist Card is first seen by a Mexican Im¬ migration officer. Ensenada really-isn’t worth the bother (you can anchor at Todos Santos Islands if you want a break your first day out of San Diego,) and by waiting to check in at Cabo San Lucas you can add as much as two or three weeks to your allotted time Also talk to other cruisers about which ports AAA, or from a' Mexican Consulate or Tour¬ ist Office,

0*# ’

by showing a passport or an

% N

original birth-certificate. No matter how long you think you’ll be in Mexico, ask for a max¬ imum 90 days stay. We started with 30 days, and it almost wasn’t enough, even if we had followed our original plan and gone to the South Pacific. You can

supposedly get ari additional

90-day extension while in Mexico. Whether Lazy Betty Ann and friend.

are being cooperative about extensions. Some people even resort to separate vaca¬ tions home to get new Tourist Cards. So far we've heard of no problems caused by leav¬ ing the boat in Mexico over b months. So now you’ve paid your $11 fee in San Diego, and gotten a Tourist Card. You also need a crew list (“Roll de Tripulantes") each time you check into or out of a port. You can get a convenient package of these fortns that contains instructions, at chandleries in the L A. and San Diego areas. The minimum copies needed for each port is four, but as we were told in Ensenada, “the more copies, the better". We've found six to be just right. (Bring carbon paper!!) When arriving in a new port, you take your forms, stamped at the last port, to Immigration, then to the Port Captain, then back to Immigration. When leaving, take a new set of forms, stating your next destination, through the same process. You'll find the two offices are usually quite far apart, but finding them can be a good orientation to a new town. Ask any cruiser where the offices are; they may also have tips on local variations to the process, office hours, personalities of officials, etc. An item we've picked up by word of mouth is that Mazatlan Immigration is charging a 600 peso fee (about $30) to check out. Mazatlan is a neat town, and well worth a stop, but you may want to think twice about paying that fee.

T 1 he Port Captain ("Capitania de Puer¬ to") is responsible for all activity in his har¬ bor. Even Mexican boats have to check into and out of each port. If you have any pro¬ blems related to boats or harbors (theft, acci¬ dent, etc.) you should report to the Port Captain, so it's good to have your crew list in order and check-in promptly. In our last Latitude 38 article we mentioned the inci¬ dent of the sinking Grand Banks 32. The owner had checked out of Cabo for La Paz listing herself and two Mexican citizens as crew. She never updated the crew list, and had a hell of a time explaining how her boat sank three miles from Cabo, four days later, with two Americans and no Mexicans aboard.

Migracion ( . migration),

LATITUDE 38

The Port Captain, especially in La Pa? and mainland ports, may ask to see a Temporary Import Permit for the boat. These are issued by Customs (“Aduana") or by the Motor Vehicle Department in certain ports. You may be able to get one in Cabo San Lucas from the guy checking cars onto the ferry, on ferry-departure days only. Or in La Paz at the Motor Vehicle office, at the other end of town from Immigration and the Port Cap¬ tain . We had to go to La Paz because the guy in Cabo San Lucas thought he remembered Dove and wanted to be sure she hadn't been in Mexico longer than 6 months. "Ayotollah" Gomez runs the,La Paz office with an iron hand, but appropriate humility should get you your permit. We got a strong lecture on the dangers of Mexico in hur¬ ricane season, and apparently he discourag¬ ed enough people this year that only about 20 boats stayed through the summer, com¬ pared to about 90 last year. To get the per¬ mit, you’ll need proof of ownership of the boat, registration or documentation papers, and your engine serial number: Since you’ll be at the Port Captain at least twice anyway, you may want to use him as a mail depot. -Have your mail addressed to (Name), Yacht (Boat Name), c/o: Capitania de Puerto, (City), Mexico. There are Port Captains in Baja, Cabo San Lucas, La Paz, Loreto, Mulege, and Santa Rosalia, and on the mainland at Guaymas, Mazatlan, San

Bias, Puerto Vallarta, Manzanillo. Acapulco, etc. (Oh — and Yavaros. wherever that is!) Mail will be held forever. I think, and other folks can pick up your mail if they happen to be going by. The other option for getting mail is the Post Office (“Correos’’). This can be conve¬ nient because it’s usually in the center of town, and you have to go there to buy stamps and mail letters. General Delivery is called “Listade Correos" and a list is posted daily with names of those who have mail. You usually have to show identification to collect mail, and unclaimed items are sup¬ posed to be returned to the sender after 12

INNOCENTS ABOARD fcCiON.

Express both to La Paz and to Mazatlan. We had very little trouble in La Paz, because Ba¬ ja is a duty-free area, but Mazatlan was a strange encounter of the worst kind. We had some fuel filters sent via Hughes Air West one Monday. I began calling to see if they’d arrived a few days later, and it took a week to finally figure out which office could

days. La Paz actually did this, so it probabjy works. If you want to mail a package, you should first go to the Customs office and get it stamped. 1 don't quite understand the pur¬ pose of this, but it makes the Post Office hap¬ py. You may be directed to a special desk in the Post Office, whose stamp your package (which should not be sealed with tape but tied with string) will considerably reduce the postage.

receiving packages is something else

altogether. We’ve had engine parts sent Air

El Larry.

maybe we could avoid that, so we appeared

tell me about packages arriving “today” and

at Customs early the next morning. A nice

which knew about “already arrived” pack¬

lady explained that the man with the key

ages. Two days after putting in a personal

hadn’t arrived yet, so please to wait. After an

appearance at the Hughes office (and two

hour or so a flurry of activity resulted in open

weeks after the package was sent), 1 received

doors. We again approached the the nice

word that my package was in Mazatlan, at

lady, who looked at our Way Bill, asked a

the Customs Office.

few questions, and went away. Another half

I guess I’m still innocent; 1 thought my

hour while she visited several other desks,

package was virtually in hand. Ha! When I

adjusted makeup, etc. Finally we thought to

picked up the “Way Bill” from Hughes, they

ask if we need to do something to get the

warned me that I might have to return with

package. “Yes.” (No one will ever volunteer

my Tourist Card and Temporary Import Per¬

information — the game is to figure out the

mit so

asking

right question to ask.) Turned out we need¬

Customs to release the package. We thought

ed the letter from Hughes (at the other end

they

could

write

letter

INNOCENTS

funds in Travelers’ Checks (safe, easy to cash, but pay no interest), or cash (not safe), or to try an interbank transfer of funds. I and others have tried the transfer idea unsuc¬ cessfully. It seems that all transactions must go'through Mexico City and get held up there. Also, it’s difficult to figure out which Mexican

bank

corresponds

with

which

American bank, and it seems to be different in each Mexican city. For instance, only Bancomer

will

cash

Bank

America s'

Cashier’s Checks. Banamex, the largest and of town, of course). They’d be delighted to

provide transportation to the boat* Our only

occasionally (as in Cabo San Lucas) the only

write the letter, but first we were supposed to

opportunity for revenge, and we made the

bank in town,

get a letter from a Mexican dealer or manu¬

most of it. Taxi? Oh no — too expensive. So

healthy supply of Travelers’ Checks, and

facturer stating the part couldn’t be obtained

our

the

since then have been able to cash Bank of

in Mexico. Phooey!

package, followed by me, the “mce

lady,

America Cashier’s checks in La Paz and San¬

little

parade

—

Larry

carrying

won’t.

We started with a

We toyed with alternatives ranging from

and a really ancient guard — walked three

abandoning the package, to hiring an agent,

blocks to a bus stop, waited 20 minutes for a

to offering bribes, to seeing if we could just

bus, and arrived at the dinghy dock after the

pay the duty and forget all the letters. The

normal bone-shaking ride. Strangest thing

Most serious business is done between 9

conclusion was that it was going to cost

when the Customs folks saw the dinghy, and

a.m. and*ll a.m. Offices, banks, stores are

something to get the job done, so back we

Dove lying at anchor at the far side of the

all open and the people you need to see,

ta Rosalia. Banking hours (and indeed all office hours Mexico)

are

somewhat

unpredictable.

went-to Customs, offering to pay duty. We

harbor, they decided they didn t really have

usually officers or managers, will usually be

were led to understand that if we came back

to go out to the boat, just see which boat it

available. 1 haven’t found a bank yet that will

the next morning, we could pay 1200 pesos

was. Our only regret was that the afternoon

change money in the afternoons. Most of-

(over

rain shower had quit before we left the Cus¬

brought to the boat. This wasn’t duty (yachts

toms building. 1 would have loved to see the

anywhere from noon to 2 p.m., and ending

in transit don’t pay duty), but rather a “ser¬

nice lady and her makeup walk in the rain.

anywhere from'2 p.m. to 4p.m.), then open

$50)

and

the

package

would

- fices

during

mid-day

(starting

vice charge" for ensuring the package got to

again in the late afternoon, staying open un¬

the boat unopened. $50 seemed like a lot for

til 6 or 8 p.m. You can save yourself some

$30 worth of filters, but OK — anything to

long hot walks around town by asking about ^^o: You’ve all read about the impor¬

hours or just doing everything in the morn¬

The next morning, would you believe, we

tance of bringing all necessary spares with

ing when it’s cool. On the other hand, a clos¬

got the old story about needing a letter fr^m

you. Please — believe it! We’ll not be trying

ed office is a good excuse to stop for a cold

Hughes. We explained that we were ready

any more imports in mainland Mexico, for

beer (“cerveza fria")!

lo pay the duty, service, charge, or what¬

sure.

be done with it.

I’ve tried to throw in a few commonly used

During one of our visits to Customs, we

Spanish phrases to get you started. English is

re¬

noticed some crates sent from Africa, mark¬

commonly spoken in large cities, but not

questing release of the package was essen¬

ed “Not To Go Through USA." They con¬

necessarily around the harbor or in every

tial, and a guy who represented himself as an

tained

the

store or restaurant. We’ve found that any ef¬

independent agent said he’d do it for 300

zoological control man who was there to

fort to speak Spanish is appreciated and

pesos ($15), Only an hour later we had our

supervise their incineration! Mexico doesn’t

sometimes essential to communication. You

letter, complete with four signature^ from

care so much about endangered species, but

really should try to work in a conversational

various officials, and only had to pay the

about disease. After all, every rhinoceros in

Spanish class before you leave.

1200 peso “service charge". By now our

Mexico could be contaminated! Lucky thing

you’ve got lots of free time!) Or maybe bring

— can you imagine the trouble and expense

language tapes or a phrase book along. Fail¬

pesos), it was getting close to 2 p.m. when

the intended recipient would have had to go

ing this, you can always use Larry’s techni¬

the cashier who could collect the money

through to get his hides?

que of exaggerated pantomime. He does a

ever, and really didn't want to go back to the hirline.

“agent',’

Apparently

had

the

magic

disappeared

(with

letter

his

rhinoceros

hides,

explained

would close for the day, and we were more

Financing your trip and converting dollars

than a little upset. The hangup seemed to be

to pesos are ever-present concerns. 1 think a

that someone had to make up a receipt for

trusted relative or friend at home is a necessi¬

the money, which was for three people to

ty. You can then leave money in an interest-

conduct the package to the boat. The total

bearing account with your friend as joint te¬

came to $1350 pesos, over 600 pesos of

nant, and he can send you certified checks

which was for the “jefe” (chief) who “of

from time to time. (Banks in Mexico are ab¬

course" never left the office.

solutely not willing to cash personal checks.)

Naturally 1?) it was our responsibility to

The other alternatives are to bring all your

(1 know

great leaking refrigerator line! We’ve really enjoyed cruising Baja during the uncrowded summer months, but are looking forward to the great parties this win¬ ter. So don’t let rurnors or a bureaucratic dif¬ ficulty stop you. Come on down and enjoy the fun of puzzling out a foreign culture — at least it’s different.

— betty ann moore

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URBANCYZK

A History Of The ‘True’ TransPac.

All very best in New Year 1981! For many of us this year will be the year of inflation, for many of us a year of new women, for many, a year of frustration, for some, year of suc¬ cess. But for all, all of us, 1981 will be a year of incredible event — a year of the Transpacific Singlehanded Race!

'Out of my mind' Urbancyzk at the conning tower of a Russian sub. Really.

Am I kidding once again? Notfriends! No kidding, mickeymousing, etc., anymore, because the matter is really serious. So do not, please, correct me that we had Trans¬ Pac singlehanded last year. What 1 am writing about is a real Singlehanded Transpacific Race. With (a very) highest respect to all participants of last year races from San Francisco to Kauai island, that distance is only about one third of Pacific boundarys. As Latitude 38 reports in ‘Sightings’, in some circles people even scoff at the little Singlehanded TransPac, calling it only a Trans-half Pac. But this year, although not all of us know, we shall have here in our country, our California, our bay world’s greatest singlehanded race! And to biggest surprise of many, for the third time. Eureka! June 7, the bravest of singlehanders-breed will start from San Francisco, steering their magnificient flying machines west, to Japan. To remote Kobe Port Island, almost 6,000-miles of lonely racing. Why am I so excited about these races, if everybody knows that most important, most prestigious, most interesting singlehanded races are for sure English OSTAR? Just because most of people believe, or rather are pressed, supezed, compelled, etc. etc. to believe it that it is. Pacific is biggest of oceans and Transpacif¬ ic Singlehanded Races are longest of all — so many now — singlehanded races. Almost 2 times longer than fa-fa-famous OSTAR.

Do not tell, please, that OSTAR is bigger because of many great sailors participated in it. Remember that in our Transpacific WE had so many magnificent masters like Tabarly and Horie, such stars like tiny Japanese Noriko Kobayashi (yes, yes — years before Naomi James and Liskiewicz) fenomenons like Totsuka (he won in big style) or cranks like Hehner. Each one listed above is enough to make history. But to make big story indeed we must have big organizer like English “Observer”, not so small as dedicated Nip¬ pon Ocean RAcing Club, San Francisco Yacht Club and Slocum Society (I have pleasure to be a member of it). “Observer” is doing fortune on OSTAR, but also is spend¬ ing big part of earned money announcing, promoting, and pushing it as hell. Our Singlehanded TransPac was hardly noted in San Francisco newspapers as something less than absolutely unimportant. But for true sailors, for people with sense of fair play, TransPac’s are great and were from very beginning.

T 1 he whole affair started many years ago in 1969 (so please do not call OSTAR “race with long tradition”, they are only eight years older than TransPac . . .) First TransPac was enough to bring out bay sailors from remote Europe: Eric Tabarly a class in himself, and, Claus Hehner — less-known but salty veter¬ an from OSTAR — a German architect and extravagant; Jean Terlain noted master from France and Rene Hauwaert from Belgium. Sad to say, the only one “our man in adven¬ ture” was Jerry Cartwright from Texas. The five Magnificents started March 15 for world longest singlehanded races. But I do not

OUT OF MY MIND

after Tabarly. After race, Claus Hehner wrote fascinating book about his Pacific adventure, “Einsamer Pacific”.

^Jippon Ocean Racing Club scheduled second Transpacific for 1975, inviting all boats with 10R Mark 111 Rating of not more than 28-feet, and waterline length of more than 27-feet, etc., etc. But the biggest shock was aditional paragraph of regulation: ‘Aux¬ iliary Engines’ asking for “permanently in¬ stalled engine and propeller capable of pro¬ pelling the yacht in smooth water at speed exceeding 0.75 x the square root of L (as defined in IOR 316) knots is required.” Furious, I protested in Sail magazine in spirit

least several of them) noted start of Eight Magnificent to remote Japan. From the very beginning, first was Totsuka on his light Wing of Yamaha. Soon we had first sensation: Vidal resigned because of broken mast. Rest of competitors sailed well and after 41 days, 4 hours and 33 minutes, Hiroshi Totsuka and Wing of Yamaha was greeted as winner and hero of Japan. Soon arrived Takeichi, only 2 days after Totsuka. Horie was third and Totsuka fourth. Brave and tiny Kobayashi, who sailed — or rather raced — alone 5,000-miles and overpassed three men took big fame around world (sorry, not here) and became an idol in her country. Our David White, his Catapha and cat did well and they placed fifth, Claus Hehner retired after technical problems on hard northern route.

David White. Brave and tiny Kobayashi (right).

So this year, June 7, we shall have third time Singlehanded TransPac. Great, long . and tough race. By simple intrapolation of past time date we can expect about 10 par¬ ticipants and a victory in about 40 days. We can be sure that Japan will be a strong party and that we can expect at least one cat on board. We can be more than sure that this Great Race will be overlooked by our mass-

recommend to try find, even shortest, note in next day’s issues of bay area newspapers. Bold eagle Tabarly was leading from very beginning, his Pen Duick V sailing like others the southern route via Hawaii Island. No, sorry, not like all others! Architect Claus designed his own way, hard sailing his Mex the northern route against prevailing winds and against current. Why not! Cartwright, who was sailing his Scuffler II in companion of a Siamese cat, resigned in Hawaii after severe injury. But rest of participants did well, crossing Pacific with various luck, and of course, speed. As everybody expected, Tabarly won. But his 39 days, 15 hours and 44 minutes sur¬ prised everybody. In his fascinating book, “My Pen Duicks”, Tabarly tells that after ar¬ riving in Japan he was searching almost half a day trying to find any official to report his victory to. Second was Terlain and his Blue Arpege in 50 days. Hehner who tryed to be smarter than others got terrbile weather on his nor¬ thern route and well shocked, chilled and saturated with cold water, arrived third in not too bad at all time, 52 days. Important note: Hehner cut off his Mex 12-inches to pass 35’ . limit. Fg>r sure he had worse conditions from all sailors, but this was a high price of his risky idea of northern route. Rene Hauwaert on his steel Vent de Suroit, took whole event easy way. When, just after start, he got some problem with rig¬ ging first he decided to eat breakfast, then fix trouble. Such was this pleasing Belgian sail¬ ed just 87 days, arriving in Japan 7 weeks

media. This is for sure. What else will give us com¬ ing New 1981 Year is known only to god, and . . . No, no more any caustic hints and allusions! All very, very best in New Year, t Year of Greatest Race! — andrew urbancyzk of Slocum and Alain Gerboult, of common Sense of idea of sailboat. I became so mad that even three years later during my visit to Japan I protested during offical party Nippon Ocean Racing Club organized to greet my Nord III and her crew. But like other pro¬ tests, result was nil. Yes, they started with engines as a must!, Paranoya. This time was a domination of Japanese. Totsuka on superboat Wing of Yamaha, our good friend Horie on Mermaid IV, Takeichi on Sunbird VI, Tada on Okera III, and to biggest surprise, tiny and charming woman, Noriko Kobayashi, with her Rib. From Europe, once again, Claus Hehner and Jean Vidal — well-known master from France. And last but not least, saving honour of America, David White on his superstrong Catahpa with little kitten, “Black”. This time race got more interest and publicity and even ouj local magazines and newspapers (or at

Hiroshi Totsuka, winner of last true TransPac.

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UP YOUR EBB

The August issue of Latitude 38 carried an article by Max Ebb that has made me a little crazy. 1 put off writing for months, hoping 1 could approach the subject rationally, but every time I re-read that piece, my eyes crossed. In the article. Max repeatedly suggests that keeping a good racing crew hinges upon providing them with “food worth bragging about.’’ “A dollar spent on the crew makes the boat go faster than a dollar spent on the boat,” he adds. Perhaps, but I dare you to tell your crew, “Gee fellas, I know the leech flaps a lot, but I brought you Quiche Lor¬ raine for lunch!” I can only wonder about Max’s personal status. I surmise that he is a boat owner, but somewhere along the line I get the impres¬ sion that he is n,ot also supporting a mor¬ tgage, car payments, and kids with braces on their teeth. We race a fairly competitive 34-ft. boat, with a crew of eight. Stimulated by Max’s ar¬ ticle, we tried to calculate approximately what it costs to support this effort in hopes of enlightening some of the panting crewmem¬ bers who have been making scurrilous remarks about the rations ever since Max’s article appeared. Here is a general rundown of what a fun-filled month of yacht racing can cost the skipper.

hen we set out for the line on a Summer afternoon, we have invited our friends, the crew, aboard a 50-60 thousand dollar plaything, and chances are we have just mailed our $300 monthly payment. The yacht harbor has collected their $150 berth rent, and the diver has scrubbed the bottom so we can go fast, in exchange for a $20 bill. Our baby-sitting for the day will run about $12, if they signal a short course. Our membership in YRA runs $55 for the four-month racing season, (calculated St $14 per month), and in order to race YRA we must belong to a yacht club, which averages $25 a month after the initiation fee. Neces¬ sary little incidentals like personal property taxes run $35 a month, and insurance adds another $40 each month. Even the most basic lunch for the crew' — sandwiches,

an article by max ebb made me a little crazy.

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cookies, and chips — will put the cost to the skipper over $600. Should we even consider the cost of up¬ keep on a racing boat? Max thinks the money is better spent on the crew, but our experience has been that good crfew deserts a losing boat. And you can’t keep your boat winning without pouring plenty of money in¬ to it. • Chances are the owner of a competitive boat is forking over at least $1,000 each year for some sort of sail. (Last year it was a new spinnaker; this year the main is shot.) Or he’s squeezing another season out by recutting everything. Chalk up $250 worth of bottom paint and supplies, if you can get the crew to help you apply it after you’ve paid $100 to haul the , boat. If the crew has “other plans”, add in the cost of labor for a bottom job or take two days off work and do it yourself. When your darling crewman drops the $60 winch handle or the spinnaker tackle overboard, who scurries down and replaces the vital parts prior to the next race? In ten years, we’ve never had the crewman offer. Maybe the question is which dollar would be better spent on feeding the crew? The dollar that cleans the bottom? (‘Lookee there, Rufus, 1 that moss on our bottom reminds me of the watercress sandwiches I

made you for lunch!’) The dollar that recuts the jib? (‘I wonder why the whole fleet’s out¬ pointing us . . . please pass the escargot.’) Would your crew rather have a case of champagne than replace a worn line? Ap¬ parently Max Ebb’s would. Perhaps we should all make that inquiry when consider¬ ing prospective crewmembers. In exchange for the ride of their lives on a superbly equipped racing boat, complete with free lunch, we ask only that each crewmember bring a 6-pack of beer. And would you believe it, at least 40% of the time, somebody forgets? We provide for our crew the same kind of fare we normally eat ourselves, and believe me, when you own a racing boat, the steaks are few and far between. The obligation to treat the crew to gourmet meals every time we race would be the proverbial straw that broke the camel’s back. When was the last time your crew was so overwhelmed with appreciation that they bought the drinks for a change. Sure, we get to keep the trophy, but it seems to me that we just may deserve it. If I ever have a crewman who suggests that he’d be a better sailor if I provided him with a more sumptuous banquet, first I’d kick his butt up around his neck, and then I’d give him Max Ebb’s phone number. — sally snatchblock

SPIRIT REVERSAL

In the November 1980 issue of Latitude 38 (page 67), we ran a nine-page feature titl¬ ed, The Spirit of Litigation. Part of the article recapitulated the sinking and deaths of three of the five crew on the ketch Spirit during an ill-fated attempted passage from Honolulu to San Francisco in September, 1976. An even larger part of that article described last fall’s San Francisco trial in which survivor Nancy Perry and the estate of Camilla Arthur sought damages from Avon, Ltd., manufac¬ turers of the two liferafts used. (No lawsuits were ever brought by any of the other three crewmembers.) , We’re not going to repeat the story of the sinking or the trial, but in short, a jury of San Francisco landlubbers found Avon guilty of producing a liferaft that was defective in design and manufacture. According to the jury, the primary consideration in their find¬ ing the liferafts defective was that Avon did not pack EPIRB's inside the liferafts. (They ignored the defendants arguments that EPIRB’s were not available until after the rafts left Avon’s possession.) The same jury awarded the plaintiffs a to¬ tal of $120,000 from Avon, but the judge immediately deducted $75,000 from that to¬ tal, the amount the plaintiffs had previously obtained in an out-of-court settlement from the Spirit’s owners, Ray and Ellen Jackson. That’s where we left off in our November issue. There’s been a lot more happening in that case since then, and apparently there will be for at least another couple of years. After the verdict had been handed down, Douglas Moore, representing Avon, filed

two motions with the Court. The first was a motion for a ‘judgement notwithstanding the verdict’ — basically asking the judge to over¬ rule the jury. However, sir\ce such motions are very rarely granted, Moore also filed a motion for a new trial, citing several excep¬ tions he had taken with the judges’ final in¬ structions. • Son of a gun if the unusual didn’t happen. On December 15th, the trial judge, Judge Jay Pfotenhauer not only overruled the jury’s verdict, he also granted a new trial. (If the verdict was overturned, why would the defense want a new trial? They'don’t really want one, and had they been able to read the judge’s mind and know he was going to grant a rare judgement notwithstanding the verdict, they never would have motioned for a new trial.) Counsel for the plaintiffs was naturally not pleased to have his victory snatched away; he has already filed to have the matter taken up with the Court of Appeals. This means that three judges from the Intermediate Court of Appeals will review the case and motions, a process that will take about 2 years. Why so long? The court recorder — who still must work days — has to make transcriptions of the entire trial. That takes time; maybe three or fourth months. It also takes money; running the plaintiffs around $10,000 for one transcript. When the tran¬ scripts are completed, attorneys for both par¬ ties make briefings. About 8 or 10 months later they give oral arguments to the Court of Appeals. Finally another couple of months later the Court of Appeals hands down its

decision. 1 But let’s return to the present. Why did Judge Pfotenhauer overrule the verdict of the jury? To oversimplify it, because the judge felt there was no evidence that the rafts were defective in design or manufacture; because there was no evidence that it is even proper to put an EPIRB in a liferaft; because he himself had erred in giving instructions to the jury; and because “the verdict of the jury were prompted out of sympathy for the en¬ counters of Nancy Perry and Camilla Arthur. ” Instead of sticking you readers with an oversimplified version of the facts, we thought we’d print the Judge’s memoran¬ dum on both the motion for a judgement notwithstanding the verdict and for a new trial. You occasionally may get lost and con¬ fused, but overall we think it’s fairly clear and interesting. We’ll begin with the ‘Memorandum re Order Granting Judgement Notwithstanding Verdict and Order Granting Offset.’ This document contains a ‘Statement of Facts’ which should provide a reasonable history for new readers. (Incidentally, the Order Granting Offset means that even if Avon is eventually somehow found liable again, whatever monetary verdict might be won must still have the $75,000 out of court settlement with Spirit’s owners deducted.) The final piece will be the ‘Reasons in Support of Order Granting a New Trial’. Have a good read.

Memorandum re Order Granting Judgment Notwithstanding Verdict & Order Granting Offset

Statement of Facts

The above actions were consolidated for trial and were brought against defendant Avon Inflatables, Ltd., a-manufacturer of inflatable liferafts. Plain¬ tiffs contend that the liferafts and the survival pack contained in each raft oc¬ cupied by plaintiff Nancy Perry and the deceased Camilla Arthur were defec¬ tive in their manufacture and design causing injuries to them and the death of Camilla Arthur. The incident grew out of the sinking at sea of the ketch Spirit which was owned by Ray and Ellen Jackson. The owners had sailed their vessel from San Francisco Bay to the South Pacific and then to Hawaii. At that point they engaged a crew of three young men to return the vessel for them to San Francisco bay. Camilla Arthur and Nancy Perry, both in their early twenties, were invited by one of the crew to accompany them on board the Spirit and permission was given by the owners. Neither had prior sailing experience. The vessel left Honolulu September 12, 1976 and on September 27,

1976, some 500-miles from the California coast, the Spirit sank during rough weather and heavy seas. The vessel experienced a sudden crashing ex¬ perience, capsized, righted itself but sank within less than ten minutes. The cause of the sinking has never been ascertained. On board were two inflatable liferafts manufactured by defendant, one numbered no. 9503 and the other no. 1510. The operating instructions for these rafts provided that in order to make them operational they were to be tossed overboard followed by a pulling on the operating cord to cause their inflation by the CO2 cylinder packaged with each liferaft. One of the rafts, however, was inflated on board the vessel and then cast over the side. Raft no. 1510 was packed in a fiberglass canister and raft no. 9503 was packed in a nylon valise. Each weighed approximately 95 pounds and contained a sur¬ vival kit which included: six pints of water, first aid kit, flares, knife and other items. Camilla Arthur and two male members of the crew boarded raft no. 9503 and Nancy Perry and another member of the crew boarded raft no.

REVERSAL 1510. Nancy Perry and her companion were rescued 21 days later, Camilla Ar¬ thur died about 22 days after the sinking and the sole survivor of the three in raft no. 9503 was rescued on the 28th day. Nancy Perry sought recovery for personal injuries she sustained. The mother of Camilla Arthur Individually and as Administratrix of her daughter’s estate sought recovery for her daughter’s pain and suffering and death. A jury rendered a verdict in favor of Nancy Perry in the sum of $45,000 and a verdict in favor of Virginia Arthur Individually and as Administratrix in the sum of $75,000. Memorandum re Order Granting Judgment Notwithstanding Verdict The following is applicable to both actions except as otherwise provided: 1. This Court finds as a matter of law that the evidence failed to support an action against defendant Avon based on strict liability. To successfully maintain such an action the evidence must establish the ex¬ istence of a defective product which has been manufactured or supplied by the defendant. Neither the raft manufactured by defendant nor any of the ar¬ ticles included in the survival pack were proven to be defective in manufac¬ ture or in design. There was nothing dangerous in the use of the raft or ar¬ ticles contained in the kit. Strict liability is founded on a product which has been manufactured or supplied by a defendant. Barker vs. Lull Engr. Co. (1978) 20 Cal. 3d 413,

“The Court is convinced from the entire record, including reasonable inferences therefrom, that the jury clearly should have reached a different verdict. There was error in law occuring at the trial and excepted to by the defendent; the evidence was insufficient to justify the verdict; and the verdict was against the law . . . ’ ’ . . The verdicts of the jury were prompt-' ed out of sympathy for the encounters of Nancy Perry and Camilla Arthur. The evidence was insufficient to justify the ver¬ dicts." — Judge Jay Pfotenhauer

relied upon by plaintiffs does not involve a factual situation as in the case before this Court. In that case it was the defendant’s crane which proved to be defective in design for its failure to have “outriggers” to provide for its sup¬ port when operating on uneven terrain. Similarly in Titus vs. Bethlehem Steel Corp., (1979) 91 Cal.App.3d 372, it was the very product of the defendant which injured the minor due to the absence of a safety device which wa* a defect in the design of the product. Plaintiffs contend the survival pack should have contained additional items, foremost of which was an EPIRB (Emergency Position Indicating Radio Beacon). Such an instrument was not manufactured by defendant, nor was it commercially available until 1974. In each of the authorities cited by plaintiff, the Court was dealing with the product at hand. Barker vs. Lull Engr. Co. did not extend the basis upon which the doctrine of strict liability could be maintained. The ruling of the Court provided a definition of “design defect”, and in its opinion confirmed the Court’s “continued adherence to the principle that, in a product liability action, the trier of fact must focus on the product, not on the manufacturer’s conduct ...” There was no evidence establishing the EPIRB as a component of the raft or any article within the survival kit. Its function was independent of the raft which operated safely and in every respect as intended by defendant. The absence of an EPIRB does not amount to a design defect of the inflatable liferaft. 2. There was no sufficient testimony or other evidence that the injuries and death were proximately caused by the absence of an EPIRB. The jury could only speculate from the evidence that^ rescue might have been ac¬ complished earlier had there been an EPIRB on board the raft. 3. There was no sufficient evidence, that an EPIRB would have been operational had one been packed in the canister or valise containing the in¬ flatable liferaft nor that it was proper to insert one as part of the survival equipment. The Spirit had sailed thousands of miles and was away from its home port for a period of many month?. The manufacturer’s instructions recommended that “the EPIRB should be checked approximately once each month when in service and before each ocean voyage extending 20 miles or more offshore.” Had one been included as part of an inflatable raft, there would have been no means by which compliance could be had with the manufacturer’s instructions to periodically check its condition. Once the canister or valise.containing the raft was opened, repacking of the raft could

No representative of the manufacturer of the EPIRB nor other expert testified that the EPIRB ,was intended for packaging with an inflatable liferaft or that it would have been proper to do so. No mention of such use is con¬ tained in the instructions accompanying the EPIRB. The sole use recom¬ mended by the manufacturers is to mount the bracket which accompanied the EPIRB on to a bulkhead of thd vessel where it is “readily accessible in an emergency.” A reading of the instructions evidences the concern of the manufactuer that the owner of an EPIRB be constantly aware of its battery life. Even at the time of purchase, the purchaser is to take not of its shelf life from the time it left the manufacturer and if more than two months have elapsed the manufacturer offers a credit memo for the dissipated shelf life. As part of the warranty the following appeared in bold type: “ALWAYS BE SURE THE BATTERY IS NOT OUTDATED.” Evidence established that the owners of the vessel had purchased an EPIRB before beginning their trip and that they kept the EPIRB in a container readily available for examination rather than packaging the item within one of the inflatable rafts. 4. There was no substantial evidence that the use of the raft or any of the contents of the survival pack contributed as the proximate of the injuries or death. 5. A further basis for the Order Granting Judgment Notwithstanding Ver¬ dict is had to the action of Nancy Perry. This plaintiff occupied liferaft no. 1510 which had been manufactured and sold by defendant Avon in 1969. It was inspected and repacked in 1975 by

only be done by a certified professional packer. Any opening of a canister or

an employee of C. J. Hendry Company. This employee was one of the world-wide packers of inflatable liferafts certifed for the products of Avon.

valise to check an EPIRB would have jeopardized the proper function of the

Neither C. J. Hendry Company nor the packer were agents or employees of

liferaft. page 127

___■

SPIRIT Avon for this purpose.

negligence.

An EPIRB was not commercially available until 1974 and Avon’s exposure, to strict liability if any is measured by the condition of the raft when it left the premises of Avon in 1969.

The claims of Virginia Arthur and the estate against the owners of Spirit for $12,500 paid to Virginia Arthur Individually and the further sum of $25,000 paid to Virginia Arthur as Administratrix. The claim of Nancy Perry was settl¬ ed for $32,500, paid to her.

An EPIRB was not a component of the product which defendent had manufactured five years earlier. Thus the servicing and repacking of the in¬ flatable raft in 1975 provided no basis upon which Avon or its licensed packer could demand the owner of the raft to purchase an EPIRB as part of the sur¬ vival pack. Memorandum ;e Order Granting Motion to Offset Prior Settlements The within actions were filed September 26, 1977. Prior thereto Raymond Jackson and Ellen Jackson, as owners of the Spirit filed their Complaint For Exoneration From Or Limitation Of Liability in the United States District Court for the Northern District of California. On May 24, 1977, Virginia Arthur, Individually and as Administratrix filed a claim in said proceedings for the Wrongful Death of her daughter Camilla Arthur. Similarly, Nancy Perry filed her claim the same date for Personal In¬ jury. No claim for property damage was made by either claimant. In each claim, it was asserted, among other grounds, that the Spirit was in unsea¬ worthy condition, and that the vessel owners “failed to provide adequate emergency gear and life-saving equipment”. In the claim of Virginia Arthur, she alleges that as a proximate result of negligence on the part of the owners of the vessel the “decedent (Camilla Arthur) was injured and became sick, was adrift at sea on a rubber liferaft... for about 22 days, and . . . died from exposure”. In the claim of Nancy Perry, she alleges she “was injured and became sick, was adrift at sea on a rubber raft and in imminent peril of death for about 21 days, was picked up in the open sea . . . spent 35 days in the hospital at Yokahama, Japan . . .,” all as a proximate result of the owners

In addition Nancy Perry received the sum of $250 upon her dismissal in favor of defendant C. JvHendry Company. The basis upon which said recoveries were had against the owners of the Spirit embrace in part the same facts upon which plaintiffs sought recovery in the actions tried before this Court. Therefore, the provisions of Code of Civil Procedure 877 are found appjicable. To deny the motion would permit plain¬ tiffs to enjoy a double recovery. Plaintiffs cannot at this time claim that the issues upon which they recovered from the owners is capable of segregation. Avon was not a party to the earlier action and in negotiating the settlement of said claim against the owners of the vessel, it was within the ability of plaintiffs to “sort out” and itemize the basis upon which the claims were settled, if in fact the settlement was arrived at on an item for item basis rather than upon a lump sum basis. There is no means by which a Court, or jury can now go behind the set¬ tlements m order to dissect the agreement in order to arrive at the basis upon which it was negotiated. The following authorities though not in point factually, are cited in partial support of the principle upon which the offset was granted. Truck Ins. Exchange vs. American Surety Co. of N Y., (9th Cir. 1974) 338 F.2d 811. Herrara vs. American Standard Ins. Co., (1979) 279 NW.2d 144. DATED: December 11, 1980 s/Jay Pfotenhauer Judge of the Superior Court

Specifications of Reasons in- Support of Order Granting a New Trial Pursuant to CCP 657

The Court is convinced from the entire record, including reasonable in¬ ferences therefrom, that the jury clearly should have reached a different ver¬ dict. There was error in law occuring at the trial and excepted to by the defen¬ dant; the evidence was insufficient to justify the verdict; and the verdict is against the law. I. The Court Committed Error In Law Giving Jury Instructions Based On Strict Liability. Plaintiffs’ actions arose under admiralty jurisdiction. Accordingly, Federal maritime law is applicable. Under the latter, strict liability is governed by pro¬ visions of Section 402-A of the Restatement (Second) of Torts, which in part provides: , One who sells any product unreasonably dangerous to the user or consumer or to his property is subject to liability for physical harm thereby caused to the ultimate user or consumer This Court erred when it failed to apply Federal maritime law and instead gave the following instruction based on the law of California: The manufacturer of a product is liable for injuries a prox¬ imate cause of which was a defect in its design which existed when it left the possession or control of defendant provided that the injury resulted from a use of the product that was reasonably foreseeable by the defendant. “A product is defective in design unless the benefits of the design of the product as a whole outweigh the risk of harm to the users inherent in the design or if the product failed to perform as safely as an ordinary consumer of the product would expect

when used in a manner reasonably foreseeable by the defen¬ dant. “In determining whether the benefits of the design outweigh the risks you may consider, among other things, the gravity of the harm which can be caused by the design, the likelihood that such design would cause damage, the mechanical feasibility of a safer alternate design at the time the product was in. defendant’s possession or control, the financial cost of an improved design, and the adverse consequences to the product and the consumer that would result from an alternate design.” Under Federal maritime law plaintiffs were required to prove and the jury was required to find that the liferafts of defendant and the items making up the survival kit were in a defective condition unreasonably dangerous to the user.” In 1972, California Courts in Cronin vs. J.B.E. Olson Corp., 8 Cal.3d 121, ceased to follow the requirements of the Restatement that the product fee “unreasonably dangerous.” The latter decision, however, is not controll¬ ing in the matters tried before this Court, rather the provisions of the Restate¬ ment should have provided the basis for the instruction. This Court further erred when it failed to give the jury an instruction re¬ quested by defendant which read: A product is in a defective condition unreasonably dangerous to the user when it has a propensity for causing physical harm beyond that which would be contemplated by the ordinary user or consumer who purchases it, with the ordinary knowledge common to the foreseeable class of users as to its characteristics.

REVERSAL

A product is not defective or unreasonably dangerous merely because it is possible to be injured while using it.” Further error was committed when this Court instructed the jury as follows: “An Ayon liferaft and its contents is deemed to have been in the possession and control of the defendant when it was serviced by one of its authorized and certified packers.” “The fact that the manufacturer expects that someone else will provide adequate survival equipment does not absolve the manufacturer from liability when the survival equipment furnish¬ ed by the manufacturer is inadequate.” Liferaft no. 1510, occupied by plaintiff Nancy Perry, was manufactured and sold by Avon in 1969. The EPIRB (Emergency Position Indicating Radio Beacon) was not commercially available until 1974. Thus it could not be established that a design defect existed at the time the raft left the premises of defendant. The servicing and repacking of raft no. 1510 in 1975 by C. J. Hendry Company did not impose liability upon the defendant. The packer was not the agent or employee of defendant but merely approved as one of defendant’s world-wide certified packers qualified for such professional ser¬

The action's been going down here, in Department 27, Room 404.

vicing. Plaintiffs proceeded solely on the basis of strict liability. Such an action is applicable only to the products manufactured and suppied by defendant Avon. It cannot serve as a basis for plaintiffs contention that other lifesaving equipment should have been included. At the time the raft was serviced in 1975 Avon could not have insisted that the owner of the raft include an EPIRB in the canister containing the raft. The evidence disclosed that preparatory to their trip in 1975 to the South Pacific, the owners-of the vessel had in fact purchased for the voyage an EPIRB, however, this was lost when the “Spirit” sank. The responsiblity of a manufacturer under strict liability extends only to the product manufacturered or supplied by it. None of the items so furnished were established by the evidence to be defective or dangerous to the user. The function of an EPIRB bore no relation to the raft or any of the contents of the survival pack. It was not a component of the raft and each functioned in¬ dependently of the other. The owners of the raft alone had the duty of sup¬ plying the vessel with additional items that may be desired for survival pur¬ poses. II. The Verdict Is Against The Law. A case of strict liability was not established by the plaintiffs. No defect in the manufacture or design of the raft nor of the contents of the survival pack was established. Strict liability, from its inception has required the presence of a product that is defective or dangerous to the user. Barker vs. Lull Engr. Co., (1978) 20 Cal.3d 413, relied on by plaintiffs does not enlarge upon the scope of strict liability, rather it provides a defini¬ tion of design defect for use in such actions. This is reaffirmed by the Court when it stated, “in products liability actions, the trier of fact must focus on the product, not on the manufacturer’s conduct.” In Barker vs. Lull Engr. Co., it was the product of the defendant, namely a crane, which failed and caused injury to the plaintiff when it toppled over during its operation for lack of outriggers used to support the crane when operated on uneven terrain. Similarly, in Titus vs. Bethlehem Steel Corp., (1979) 91 Cal.App.3d 372, and in Bexiga vs. Hauir Manufacturing Corp., (N.J. 1972) 290 A.2d 281, it was the lack of a safety device on the product of each defendant which was established as a defect in design not equip¬ ment unrelated to the product. The singular thrust of plaintiffs is that defendant should have included an EPIRB among the survival equipment packaged with the raft. An EPIRB, however, is not a component of the raft, nor of any article contained in the survival pack. In each of the three cited decisions, a product of the defendant was found to be defective. That is not the case before this Court. The function of an EPIRB is independent of the raft and the other equip¬ ment furnished,by defendant. Its role cannot be likened to tires of an automobile. Barker vs. Lull Engr. Co. has no application to the facts of this case. page 129

III. The Evidence Was Insufficient To Support Or Sustain The Verdict. Plaintiffs basic contention was that the survival kit lacked items, which if supplied by defendant might have shortened the period of rescue and minimized the injuries sustained. The absence of a solar still onboard the rafts was one of the contentions. However, there had been no manufacturer of solar stills at the time both rafts were manufacuturered and sold by Avon. The sole supplier was a Midwest dealer in military surplus. On the otherhand the evidence established that the occupants of the rafts had sufficient water for survival purposes. The leaks experienced by the rafts were of no consequence. Lack of food was not material to survival, and evidence established that the presence of fishing gear would not have assured the occupants of fish for food. Plaintiffs sought to establish that greater comfort would have been ex¬ perienced if the rafts had been constructed with a double bottom. No evidence, however, established injuries directly resulting from such condi¬ tion. Both rafts experienced heavy winds and waves exceeding twenty-feet during which period water was certain to enter the rafts. Considerable evidence was offered by plaintiffs over the lack of an EPIRB in each raft, however, no testimony on behalf of the manufacturer of the EPIRB or an expert was offered that established a rescue would have been ef¬ fected earlier. The jury could only speculate that such might have occured. Similarly, there was no qualified expert testifying that the EPIRB, by reason of its limited battery life, could be packaged with the raft and be capable of operating satisfactorily without complying with the manufacturer’s instructions that the battery of the EPIRB “be checked approximately once each month when in service and before each ocean voyage extending 20 or more miles offshore.” The instructions accompanying the EPIRB emphasize the necessity for the owner to keep current on the life of the battery. If at time of purchase the life of the battery was reduced by two months the manufacturer would issue a credit memo equivalent to the dissipated shelf life of the EPIRB. The required inspection of. the EPIRB would have been impossible if one were placed in the canister or valise containing the inflatable raft. The con¬ tainer of the raft was not to be opened except when the raft is put to use or when its repacking cobid be accomplished by a certified packer. The verdicts of the jury were prompted out of sympathy for the encounters of Nancy Perry and Camilla Arthur. The evidence was insufficient to justify the verdicts. DATED: December 11, 1980 s/Jay Pfotenhauer Judge of the Superior Court

TRIMARAN Make room, cruising world. The west coast has seen the emergence of a whole new concept in cruising trimarans, a 36-ft cutter named Osprey, designed and built by Leo Surtees. Her maiden launch was a trial by ordeal, viewed with awe by San Diegans for a full

week. The prototype Osprey was hung up¬ side down over the bay, then immersed in a capsize position, decks under water. Her three virgin hulls remained dry, pointing skyward for 6 days, floating off Coronado Island. The 7th day, Halloween was her mo¬ ment of truth, the initial test of her Re-Right System (RRS). Could Osprey completely flip herself right side up, without outside aid? Surtees dashed about for two hours atop the 8-ft wide underbelly, of Osprey’s main hull, adjusting two long poles and a fabric water bag that are components of the ReRight System. It took 20 minutes to flood the side hulls (amas), submerging the already capsized tri to the desired level. She was then taken in tow to a channel depth of 40-ft. where the strenuous Re-Righting pro¬ cess began by flooding the fabric bag, bows first. Would she flip? Sink? How much weight could she take before passing the fulcrum point? Even Surtees didn’t know for sure. Osprey's bow slipped lower and lower, she began going down faster, til . . . SNAP! ... a cable parted and the bag splashed down. Tremendous strain was ex¬ erted on the four crossbeams as the buoyan¬ cy of the hulls lifted the water inside. But they held. The crowd on shore may have panicked a bit, but not Surtees, and he reconnected the system with some spare shackles. A voice boomed down from above as the

Marietta, a San Diego excursion boat passed too close by. “A trimaran is a sailboat having three hulls instead of one, like most tradi¬ tional . . . why, there’s one now . . . what the Six dozen tourists flocked to Marietta’s starboard rails, gawking at the spectacle below, few if any guessing the significance of

what they were about to witness. As their wake overtook Osprey, the tri’s bows descended once again, quickly this time. “She’s going over! Stand clear, get away!” Breaking the surface proud as some great whale. Osprey’s trSnsom lifted clear, slowly tracing a smooth arc above the water, easing down again, decks auiash, but this time right side up. It had taken 30 seconds to complete the flip under Osprey's own inertia. Surtees and crew never did jump clear, having plen¬ ty of time to ‘walk’ up and over the transom to the now right side up decks. At no time had the tri gone completely underwater. For one silent second they just stood there, frozen. Then whoops and cheering broke loose from shore, and. from all the other boats standing by. In a delayed reac¬ tion, Osprey's captain and crew simultaneously let out one deep breath and began leaping, screaming, and backslapping. “Leo, you crazy Aussie, you did it!!!” “Osprey did it!” Lots of Halloween spirits crowded around the champagne that pro¬ ceeded to flow. Osprey’s pump-out took a bit longer than necessary the next two days, but after four years in the design, planning, and building stages, Leo Surtees, at age 30, had honored San Diego with a historic breaktrhough in tri design.

I ve kept Osprey out of public eye all this time, ‘cause the workings of the ReRight System were a bit of a secret until today,” Surtees grinned. “I’ll make a couple of changes because the whole RRS was beefier than it needed to be. I had to over-engineer

it to determine its limits. Now I know the poles can be 3-ft longer, lighter, and I’ll rig them three feet further aft. The bag was an o.verkill, too. It only needed 500-pounds leverage, nowhere near the 3,000-pound capacity of this one. It all works, there are just simplifications that’ll make the process go easier, slicker than today.”

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TRIALS Few observers realized that the typical¬ looking shoal draft type keel was filled with 850-pounds of concrete. Besides providing the same benefits it does for monohulls, it’s strangely enough also part of the ReRight System. Osprey’s trial by ordeal will have at least' three practical results, fa) Future tri cruisers are likely to carry a few extras ounces of safe¬ ty equipment, (b) The dockside debators society will have one less rap to winch about, and (c) Surtee’s grin will be seen all the way to the shore/bank.

Whether Osprey’s RRS had worked this time or not, she nevertheless was an in¬ novation on cruising trimarans. Afterall, Surtee’s design had the audacity to question Rule No. 1 of trimaran cruising concepts. It is written: To ouerload a trimaran is to jeopardize its stability. As lightdisplacement boats, they per¬ form with optimum stability, safety and speed, when kept light. One of the sweetest seductions trimarans offer is their coveted spaciousness. In the wake of the infamous ‘let’s take it all with us’ thinking, you find the grossed-out, ugly, stepsisters that litter the anchorages of ig¬ norance.

“People have tended to overload their tris,” frowns Surtees. “It’s quite natural and unfortunately previous tri’s simply were not designed to perform with that kind of payload.”

That was before Osprey. She’s the first tri designed with that cruising ‘overload’ factor in mind, about 4,000-pounds worth. Sur¬ tees explains that it’s all in balancing the maximum payload with seakindliness. From

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VwJurtees, who thinks his design is Yane of the most radically advanced cruising ladies ever”, got started years ago back in Australia. During college he was a technical draftsman and later became involved in air¬ craft structure and design of high-speed watercraft. However, it wasn’t until 1974 that he saw his first trimaran in British Col¬ umbia. “What’s that weird looking boat over there?” I thought to myself. “It was anchored on the Frazier River, so 1 had to go check it out. The idea was fascinating, and before long I was totally involved with the concept of trimaran sailing and still am.” It was four years later, aboard another tri, that Surtees first arrived in San Diego waters, which he now calls home. “It’s been an op¬ timum place for this to develop. I’ve been in touch with cruising boats from all over the world, and their people. We’ve learned what’s good and bad about cruising perfor¬ mance of just about every kind of boat there

is. It’s a great port, San Diego is.”

^^urtee’s design is as sleek and graceful as the seabird she’s named for. From straight abeam, with her ports as eyes and her great, ' long amas as wings,>she looks like the bird. Although her lines are racy, she’s a cruising lady and shares one successful characteristic

Osprey, being towed home for a pump-out.

PATRICIA MILLER

the 8-ft wide, nearly flat-bottomed planning hull, to the 36-foot stretched amas, deepen¬ ed forefoot, extended transom, partially open wing decks, the details of the overload¬ balancing are all laid out in Osprey's study plans. Available from Surtees at $10 a shot. Included in the study plans are the details of he RRS, too.

Osprey it’s concentrated in the main hull rather than the amas. Her lines are more sleek and fair than a Cross, but she might prove better balanced and more seakindly because of her full con¬ crete keel and extended ama displacement. Like some of the Brown’s she has a center cockpit for balance and singlehanding safety, and Surtees has enlarged the proportions of the cockpit with a wider main hull and in¬ creased the aspect ratio of the cutter rig. Osprey's plans and construction materials are simplified with the home-builder in mind, as were Pivers. Advances in materials now allow great sheets of Airex foam to flop up against the male plugs, and get the glass coat inside and out. The decks are ply, ancl there are no compound curves in the design. One day Surtees became curious about the impact resistance of the foam-sandwich construction, so he got a .38 calibre pistol and paced off six feet. Bang! I was hard pressed to find the dimple. Surtees found that the wound had remained air and water tight. Osprey weighs in at 8,000-pounds and carries a cruising payload of four to six peo¬ ple complete with their dive gear, books, clothes, food, and personal junk. This in¬ cludes extended stores and 100 gallons of water and some wine. A 25 h.p. diesel is recommended, which installs under the center cockpit for balance. Surtees welcomes all inquiries and com¬ ments on his self-righting, heavy displace¬

of the four current leading trimaran designs. For blue-water cruising, she has the airyspaciousness that Horstman’s enjoy. Elbow room is a long-distance delight, but in

ment cruising design. He may. be reached through Rask Ship Yards, 1511 Marine Way, Coronado, CA 92118. — patricia miller

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Custom canvas for racing and cruising flotation cockpit cushions interiors — cushions & curtains sheet bags sunshades boat and hjatctl covers Custom work — quick delivery free estimates

HULL FAIRING EQUIPMENT EMGLO compressor, 2 hp, 220 or 1 lOv; 100’ air hose; Rodac long board sander (3”x18”); used 3 months; new over $900 — sell for $700 (or best offers) (415) 323-0987 f

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TARTAN 30 - 1974 You have seen the new boat show prices — high are they not? Interested in a fast Sparkman & Stephens sloop, complete w/main, genoa, & jib — RDF, fathometer & Kenyon speedome¬ ter? $32,900. Evan Pugh (415) 435-1149 (eves/wkends)

CHEOY LEE OFFSHORE 40’ YAWL Bristol cond. Westerbeke dsl., tri-cabin, 2 heads, shower, f/g dinghy, self-tailing jib, full instrumentation — cockpit mtd., 100 gal. wtr., 60 gal. fuel, plexiglass skylites. Beautiful, fast f/g & teak cruiser. Lloyd’s spec hull. $79,000. Slip available. Stuart McKelvey, 70 Barbaree Way, Tiburon, CA 94920.

1979 HOBIE CAT — 16’ Keoke, trapeze/trailer. Yellow hull. Kim — 351-6472(w) — $2,850

SAIL FREE Use your sailboat as a tax-sheltered investment. Complete details. Send $2.75 to: Thelema, P.O. Box 1254, Redding, CA 96099. (916) 241-8152

MEXICO — MAZATLAN — COME SAIL WITH US Flota Bibi Tel. 1-36-40. Yate Tam-Tam 48’ cutter, sailing every¬ day at 9:30 am. Discover beautiful islands of Mazatlan. Sailing instructions, $35 per person. For advance reservations Col. Olimpica Munich 83 Vladimir Kostlivy

26’ PEARSON COMMANDER 9.9 Rebuilt Chry. o.b., new radio, refinished bright-work, boat kept in excellent shape. Call DUDLEY YACHT SALES (805) 644-9665 $7,795 '

44’ SLOOP — “CUIDADO” Wood, beautiful documented sailboat for sale — $38,000, firm. Owner will consider taking back 2nd mortgage now at 13%. Needs some work cosmetic only. Call Michael Duck at 548-1744 for more information.

Fantastic wkends., anywhere Hbt.,

VACATION SWAP San Francisco marina green 35’ slip. Will trade weeks or months for interesting mooring/berth — West Coast or tributaries. Peter Shrive, S.F. Yacht Foot of Scott St., S.F., CA 94123 (415) 929-9070

PLEASANT, COMFORTABLE AND KNOWLEDGEABLE Sailing Instruction. 12 yrs. exp. w/C/G license seeks job teaching or mate/skipper position to travel anywhere in the world. Write Marc Kraft, P.O. Box 8653, So. Lake Tahoe, CA 95731 or 3500 Merrill Rd., Aptos, CA or call (408) 476-6686

MOORE 24 J-24 - SUPER BUY 1978 _ good cond., race-rigged, active fleet, new bottom paint, compass, knotmeter, 4 sails, jiffy reefing, extra halyards & win¬ ches, berth avail., Johnson 6 h.p. w/alternator. Many extras. (408) 267-1574 after 5 pm or anytime weekends — $13,500

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The Ultralight Flyer Class Racing SYRA, Midwinters Contact: Bruce Hayes, Admiral, 393 Chestnut, San Francisco, CA 94133 956-1542 1981 Nationals on San Francisco Bay (415) 456-SAIL FOR BOAT PHOTOS — Air, Sea, Land Photos (AKA Doug Keachie, Zodiac photographer) — new studio/dark¬ room at 632 Irwin St., San Rafael, CA 94901. All photos from ‘80 are avail, ‘til 4/81. Write for free proofs (no return nec.) Also pro¬ duce: low budget films/slide shows for commercial/legal needs. Free consultation.

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

DISTRESS SALE Pearson Vanguard, 32’-6”, VHF, Atomic 4, S.F. berth, new sails, full keel, heavily built cruising boat. Near bristol condition. $24,500 — (415) 221-8802

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 -

ISLANDER 36 Commissioned ‘79, Barients, Signets, Motorola VHF, 600’ depth indicator, Texas Instruments loran, Westerbeke dsl., 3 headsails, H&C water, shower, stereo, Natural gas stove/oven, ship’s clock & barometer, better than new, Berkeley berth. (415) 934-9515 or (415) 943-7288

R.D.F. Top quality Benmar nav. 555A direction finder. 3 band recep¬ tion, plus weather, two crystal controlled channels, B.F.O., still in factory carton — new price was $349.00. Will sacrifice for $240.00 Phone: (415) 456-8033

LEARN SOLO SAILING ... W/Singlehanded TransPajj skipper 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 RoadKSanta Barbara, CA 93108 (805) 969-4195.

CLIMAX KEVLAR 18 METER Hulls only. Unfinished, needs decks & board cases. Extremely light and strong. Would make a fast, light, one or two man boat. $1,300. (805) 772-1536'days (805) 772-8369 eves.

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AUTOPILOT Tillermaster autopilot, like new, used twice, complete with op¬ tional course dodger, instructions & spare parts. $485 new price — must sell now — $370.00 (4125) 456-8033

40’ ALDEN CUTTER 1935, excellent condition, cruise ready. Asking $58,500. (415) 355-1003

FRANK OLIVEIRA Call Before 9AM or After 6PM

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, Ga. 94965. The deadline is the 22nd of the month and we cannot hill you — it just wouldn’t be classy if we did. And remember to include your phone’s area code to ensure full classy coverage.

.. MOTORSAILER 1979 Nor’Sea 26’ Pilothouse — dsl., inside steering station, equipped for cruising. $38,750. financing or lease terms available. (435)521-2374

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1978 RAFIKI 37 CUTTER Seaworthiness, comfort, beauty. Exc. cond., lightly used. Airex hull, superb teak interior & decks. Quality electronics & more. Monterey Bay berth. By owner: $78,500. (408) 476-8874 (408) 725-8213

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Ava.labl# Sawn D»V‘ » Weak

RADIO RECEIVER Panasonic no. RF-4800 — top of the line, $560.00 list. Receives AM, FM, MW plus shortwave 1.6 to 31.00 MHZ, AC or DC. Perfect condition with manuals — $340.00. (415) 456-8033

HELP WANTED YRA office needs full-time assistant. Good typing required. Varied duties. Informal office. $850/mo. to start. Send resume or letter to: YRA, Fort Mason Center, San Francisco, CA 94123.

SEAFARER SAILING CLUB We have two memberships left out of a total of six for the 1981 sailing season. Treat yourself to a Xmas gift! Sail an Islander 36’ workfree out of Berkeley Marina. And for 1/5th the cost of ownership. Call Al at 916-756-7485, ansaphone 916-756-3918

NEW — CLASSY, TRAILERABLE, FIXED KEEL, shoat draft, Lapstrake, double-ender. Sleeps 4 close friends. SKIPPER 20, pocket cruiser. Heavy laid fiberglass hull — tradi¬ tional lines. Sailaway at $7,495. CLEARWATER SAILS LIMITED, P.O. Box 1171 Antioch, CA 94509 (415) 754-2369

DO YOU LIKE TO SAIL? But don’t want the expense of owning your own sailboat? Then try a time-share lease of our beautiful new Islander 28. You pay only for the time you use the boat. Call Bill: (415) 254-4723 or Dennis: (707) 745-5814

ERICSON 27 Regional champ, 1980. Pineapple sails, inboard, tiller, 5 win¬ ches, 3 headsails, spinnaker, much more, ready for race or cruise. $22,800. Call Glen (415) 865-5733 (415) 351-5469

CHEOY LEE OFFSHORE 31’ KETCH Beautiful fiberglass cruising yacht. New sails, dodger, VHF, RDF, Kenyon knot/log, Sausalito berth. $34,000/offer. Consider trade for larger cruising yacht. (415) 332-6053 (415) 622-8358

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JACK MACKINNON Call anytime

(415) 276-4351

SCHOCK 22 1961, all solid fiberglass. Fully equipt. It has 5 sails incl. spin¬ naker; also stove, 6 life preservers, anchor, roller reefing, sink, water tank, compass, trailer, 6 hp Johnson (runs great), & gas tank. Exc. cond. $4,900/offer. Lonna (415) 383-8581 - (415) 332-9100 (24 hr. ans. svc.)

READY OUTBOARD SHOP 245 Gate Five Road, Sausalito NEW AND USED MOTORS

■

Inflatable Dingh'ies and Tenders (415)332-5233 9-5 Tuesday-Saturda*

“SOLENT” ROBB-DESIGNED 37’ YAWL Class construction of makore on oak by Clark (‘59). Ratsey Lapthorn sails, Merriman winches, Westerbeke dls. Fufl keel w/bronze centerboard makes her an ideal yacht for bay/island cruising. $32,500. <415) 388-0276

page 137

WHALE WATCH with the COASTAL SAILING SCHOOL Learn coastal sailing aboard the 45’ ketch “Adventure” while watching the migrating gray whale. 2 intensive learning days and nights practicing offshore skills, ship handling, piloting, etc. January and February are the mon¬ ths that combine this unique sailing experience. Reservations are offered for this unforgettable cruising weekend. (415) 332-4879 or 421-8389

RANGER 26 ,, ■ Excellent condition. Bottom painted Sept. 80. Upwind Berkeley berth, oversized two-speed winches, galley, VHF, etc. $13,500. Fran (408) 268-7280

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

FOR SALE C&C 38’ “Mistral”. Race/cruise on this beautiful black yacht. One owner and in unbelievable condition. Many extras in¬ cluding custom Stearns mast. Contact: M. Erickson: (415) 376-5151 (415) 376-7103 eves.

-u 1

NEWPORT 30 — PHASE II 1974, main, spinnaker, 150% & 120% jibs. VHF, RDF, stereo, 7 winches (Barient 22 primaries), marine head with holding tank, cockpit cushions, etc., etc. White boat with blue trim. $29,500. Ted (408) 268-7280

FRANK E. BlLEK

Certified by the National Association of Marine Surveyors BAY DELTA

39’ INGRID KETCH A true, deep water vessel capable of extended passage¬ making. Completed in ‘79 by a master builder in Oregon who closely followed Atkins plans. Everything was kept basic/sim¬ ple. Exc. cond. $55,500 — for appointment call Tom Kimball Blue Dolphin Yacht Sales (415) 865-5353

Ronald R, Romaine 415/453-3969 P.O. Box 591 San Rafael,Ca.

ROMAINE YACHT SERVICES

Rigging • Rig Tuning Outfitting • Compass Adjustments Electronic Installation * Electrical LOVE AFFAIR ENDED I am willing to part with my 26’ Tollycraft cabin cruiser w/berth. Structurally superb. Buyer should be willing to take care of this wooden boat! $7,500. Call (415),626-4144 or write P.O. Box 2061, S.F., CA 94126.

' ,

PATHFINDER SELF-STEERING VANES "Successfully Used For Years" Call Bill Paulson: 453-8722 454-9285 Western Sales Mfg. Co., San Rafael, Ca.

55’ ‘80 Roberts/Schumacher Cutter Rig. Ctr. Ckpt. Yacht w/3 staterooms & 2 head layout. Combi instrumentation & radio telephone included. This exceptional sailng yacht may be purchased on a partnership basis at a fraction of the single owner cost. Cal I (4f 5) 668-3554

CAL 21 WITH TRAILER Lifelines, battery, tape deck, 120 genny, swing keel, very fast, sleeps 3, 4 cozy. Must sell fast — $4,000. Call eves: (408) 257-3781 days: (408) 446-4666 x5137 Ask for Tim or Chris

EXPERT MARINE REPAIRS AT REASONABLE RATES All aspects of wooden boat restoration & preservation w/attention paid to ease of maintenance & permanent cure of prob¬ lems due to structural failure, worm damage, fungus infesta¬ tion. Meticulous craftsmanship. In your slip or in our marine railway. ' (415) 841-650(5, ext. Charlie Noble

SPENCER 45 CTR. COCKPIT, ‘76. Blue water custom cutter, perfect cond., Airex 100% teak interior/decks, 72 hp dsl., 3 kw, handpressure water, eng. driven & 110v refrid., 2 depths., all in¬ struments w/repeaters, windlass, twin poles, 11 s.t. winches, autopilot & Aries vane, dsl. & 1 lOv heat, huge list of cruising ex¬ tras. Will consider real estate"trade. . (415)531-4277

k On Insurance

> SISTER TO “DOVE” Allied Luders 33, cruise ready, modern rig, 11 bags, Volvo dsl., heater, dodger, complete liveaboard cover, 13 winches, VHF, depthsounder, stereo, 3 anchors, pressure water, shower, must see, flawless cond. $42,900. (415) 530-0251 Oakland

26’THUNDERBIRD SLOOP New Sutter racing main and jib, older Sutter cruising main & jib, storm jib, 6 hp Evinrude o.b., Recent haulout & excellent survey. Very fast & able boat. Sausalito berth possible. $5,000/offer. (415) 647-7647/leave message

VENTURE 25 — 1975 with 6 hp o.b., trailer, 2 mains, working jib, 110,125, 150% jibs, spinnaker, mid-boom traveler, Pop Top, excellent condition. (415) 462-2210 days, (415) 846-4512 eves. Asking $7450

REED’S HAS IT ALL! At home or at sea, if you need date or information, REED’s has it. 850 pages. ONLY $15.95. At marine stores or order from REED’S Nautical Almanac, 390 Capp St., San Francisco, CA 94110 Ph: 415-824-5140

PLATH SEXTANT New, $1,000, never used. $65Qw/case, Free of Errors. (415)530-0251

/ POWER AND SAIL / 415-763-4840

V_co^-

H',0 1 AM SHOW AVf NUf . OAKLAND. CALIFORNIA 94610

v URGENT! Columbia 26 MKII for sale STOP Back from coastal cruise STOP Many extras including autopilot STOP Engine complete¬ ly overhauled 1980 STOP Call now 415-626-4144 GO!

CAL 25 Sausalito berth, 6 sails incl. spinnaker, 5 winches, bilge pump, 5-band radio, CB/antenna, new 6hp Evinrude, lifelines, pulpit, running lights, all electrics, compass, knotmeter, sleeps 5, head, galley, anchor, $10,950. Telephone after Jan. 1 (415) 552-9892 or 552-1466

CREW POSITION WANTED; 35 yr. old attorney would like to crew in offshore races during the coming year. Some experience in MORA, around the buoys, and coastal cruising. Home: 526-4015. Work: 434-0553

COLUMBIA 28 — “SEA-SAW” Crealock designed, all lead keel, fully equipped. Like new cond., Atomic 4 i.b., 6 sails, spinnaker, knotmeter, depthfinder, enclosed Lectrasan head, cockpit cushions, fresh bottom & much more. Emeryville berth — owner relocated. $19,000. Jerry: (209) 836-1555

WATERFRONT OFFICE Approx. 550 sq. ft., Oakland Estuary. Suitable for Sandwich Shop, Office, ttc. Submit proposals to: WATERFRONT OFFICE c/o: Latitude 38, P.O. Box 1678, Sausalito, CA 94966

IN NEED?

| \ y boat carpentry - dry rot repair *V. I

1972 YANKEE 30 Loaded and in superb condition. Spinnaker gear, nine Lewmar winches, jiffy reefing, baby stay, spinnaker, 150, 110, 90, storm jib, drifter, windpoint, knotmeter/log, apparent wind (all Ken¬ yon), depthsounder, compass, stove, Atomic 4, battery charger (built-in), dual batteries, shorepower, and a berth on the Estuary. Designed by Sparkman & Stephens. Looks and sails like a dream. Call me before you buy another 30-footer. At $29,000, you can not find a nicer boat or a better deal. Days: (408) 734-8102 x496 Eves: (408) 354-8996 #

-estimates*

k Traditional quality

—

Contemporary techniques

^^Frank Sayre - 332-8432 20’ LAPSTRAKE MERMAID Danish daughter of Folkboat & Bear boat. Good condition, Berkeley berth. Seagull motor. $4,000 or partnership. Jane (w)673-8755 (h)236-2574

Downwind Designs

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

TORNADO FOR SALE "The Gold Rush”, Bob Ketenhoffen's 20-ft. Champion Cat. Glass over -sitron spruce hulls & mahogany decks. Harmon Boxes and Tilt-up trailer. Boat & trailer like new — it’s beautiful. $9,000 or best offer. Call Bill or Henry Hossfeld (415) 457-6576, please leave message w/recorder

SAIL FOR SALE! Need a genoa? 4 oz. genoa with bag. Luff 55’xleech 56’xfoot 28’. Perfect cond. for Va the price of new. Asking $800. Bob (415) 924-8872

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

WINCHES FOR SALE Two used Barient 21 A Winches in fine condition $275.00 for the pair Marty Rabkin h(415) 843-2098 — w(415) 383-8280

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

FOR SALE “Stinger”, 27’ sloop — fully equipped for racing and cruising. .12 sails, 7 winches, 6 berths, B & G instruments. HDA division champion. Call (415) 326-6484

CUSTOM T-SHIRTS For your yacht or events. 100% combed cottom. 20 colors. Turtlenecks, Long & Short Sleeve. Your own design or we can help design. 1 wk. delivery. Call: (415) 435-2656 Ask for Odus Hayes Satisfaction Guaranteed

Marine Surveyor Survey and Appraisals.Sail and Power Yachts Contact Denis Belfortie 415-922-0227

FIRST FRIDAY FLICKS February 6 In person BERNARD MOITESSIER narrating THE LONG WAY first Bay Area showing March 6 Two great hits SPORTS BLOOPERS and TED TURNER on AMERICAN EAGLE, 1972 SYDNEY TO HOBART RACE April 3 88 boats from 19 countries 1977 STAR WORLD’S CHAMPIONSHIP, Kiel DENNIS CONNER on COURAGEOUS May 1 in person TOM BLACKALLER narrating 1980 AMERICA’S CUP slides of 12-meter yacht DEFENSE A Spaghetti dinner complete with salad and French bread — $3.50 beginning at 1800 hrs., film at 2000 hrs. Reservations required for the dinner and most appreciated for the film — $2.00 donation. Call Chris Kafitz at (415) 524-9655. All Welcome.

page 139

BETTY BUR LEV

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

CRUISING GUIDE FOR THE HAWAIIAN ISLANDS Up-to-Date aerial photographs, light lists, details about Hawaiian bays, harbors and navigation. 32 chapters of essen¬ tial facts. Send $13.95 plus $1.00 postage/handling to: PACIFIC WRITERS CORP., P.O. Box 1042, Honolulu, HI 96808

“SEA JAY ELLIOT YFC 6-MAN LIFERAFT with Sig II survival kit. Call (415) 964-3200 x3533 day (408) 297-4253 eves.

J-24 - MUST SELL!! ‘78 YRA champ, in excellent condition, fully race rigged w/many extras. 7 bags of sails, 6 hp o.b., VHF, stove, kt. dual compasses, asking $14,500/offer. (415) 834-4990 eves (415) 261-7245 days

36’ S-2 FOR SALE Looking for a yacht for comfortable, fast sailing on the Bay/Ocean? My 1979 sloop is built like a ship and in ready-to-go cond. Teak interior size of 40’. Volvo dsl. like a Swiss watch. Loads of gear. Asking $78,000. (408) 353-2916 476-7233

SAILING, SEAMANSHIP, PILOTING 10 individual 3-hour on-the-water lessons: $25.00 ea. Future boatowners a specialty. Also Charters (415)843-1318 SEASPEED SAILING, P.O. Box 9243, Berkeley, CA 94709 FOR SALE A frame houseboat, permanent docking, yellow ferry harbor (Gate 6) Sausalito, large sleep loft, fireplace, conversation pit, kitchen bar, shallow draft docking space, ideal for single or couple. Exc. investment & great place to live — $57,500. Call Steve: (w) 673-1188 (h) 332-2133

WE GUARANTEE A BERTH WITH EVERY BOAT WE SELL — NEW OR BROKERAGE

mike Lampe Yachts Inc. “WE’RE BULLISH ON BROKERAGE”

$16,000

24’ C&C SLOOP, ‘77

We Want Your LISTINGS! We have Many Boats Listed With Existing Low-Interest Loans —

With Johnson 6 H.P. Aux.

$ 7,200

25’ FOLKBOAT, ‘55 SLOOP

47’ Chcoy Lee Offshore ‘73, owner will carry loan.$135,000

6 Sails, Volvo Inb. Lapstrake

45’ Yawl, ‘62, steel hull.110,000

$17,950

25’ CATALINA ‘78 W/TRA1LER

44’ Islander Sloop, ‘75..90,(XX) 42’ Westsail, ‘76 ketch, loaded for world cruise...150,(XX)

Like New — 5 Sails — Loaded

$12,500

26’ COLUMBIA MARK II SLOOP

41’ Custom Peterson Racing Sloop, loaded, ‘80..Inquire 37’ f isher MKill, assume $120,000.150,000

Plenty of Equipment — Sharp

34’ O’Day Sloop, ‘81, new!. .12.34%x 15 yrs.

$16,000

27’ CATALINA 73 SLOOP

34’ Fisher Motorsailer, ‘7^7, radar.98,(XX) 3.3* Pearson Aux. Sloop, priced to sell!.35,(XX)

15 H.P. Lvinrude — Nice

$33,500

8.7 METER COLUMBIA ‘77 SLOOP

- 33’ Swift — pilothouse designer.

Atomic 4 — Good Equip.

30’ Masthead sloop, ‘65.make off6r 16,500

$29,000

29’ ER1CSON ‘77 SLOOP

30’ O’Day Sloop, ‘79, loaded.39,500 30’ O’Day Sloop, ‘78, loaded.assume 11% note

Atomic 4 — 3 Sails

$29,500

30’ PEARSON ‘76 SLOOP

30’ Pearson SloOp — ideal bay boat.27,9(X) 30’ Islander, ‘70, 9 bay sail-class races.28,750

Red Beauty — Lots of Equip.

30’ Bristol 29.9, ‘77, 4 sails..49,950

$59,000

35’ YORKTOWN ‘76 PILOTHOUSE

29’ Columbia 8.7, ‘76.33,500

Cutter —'Volvo Dsl. — l.oaded

28’ O’l^ay, ‘79, very nicely equip..

$76,000

36’ MARINER KETCH ‘79 Perkins 4-108 — Loaded

28’ O’Day, ‘80, new — 2 to choose from (one w/dsl. aux.)..

.32,5(X)

.12.34*15 yrs.

27’ O’Day, ‘74, Atomic 4.16,500

27’ O’Day, ‘77, Atomic 4, was on Lake Tahoe, never been in salt wtr., exceptional!. .. 19,900!

$83,500

37’ TANAYA CUTTER ‘78

24’ .1-24, ‘77, Last Coast-built, raced very little..

4-108 Perkins — Good Equip.

.13,985

24’ Cutter, ‘66, owner will carry.: . .9,500

$90,000

44’ ISLANDER ‘75 SLOOP

24’ C&C sloop.

I6,(XX)

24’ Cal, ‘60, very nice first boat..6,700

Perkins 4-107

23’ O’Day, *72, new o.b., owner will carry.5,900 22’ Tan/er, *75, 4.5 Merc., will carry.8,200

WINDSHIRS <)|

.12.34%x 15 yrs.

32’ Pearson 323, ‘78, possible Berkeley berth.55,000

22’ O’Day, ‘72, 7.5 Merc., poss. berth..7,200 19’ O’Day, ‘80, new, 2 to choose from — Year End Clearance — price may surprise you! We have 15 50-J'l. berths avail for select brokerage. If you are serious about selling your

8 7 U& Umj S(jjM

Oakland

power or sailboat, call us.

1155 Embarcadero, Oakland (off Hwy. 17, Nimitz)* (415) 835-11341

(415) 834-8232

Lancer 30+, 36+, 44+

LANDFALL 39’ CUTTER VAILABLE 12.5% incorporated

MORE BOAT FOR LESS1

Sailaway

Financing on Lancer Yachts Also Dealers .for The New Wylie 34

$75,000

OWN A CHARTER BOAT TAX BENEFITS + INCOME

LOA 39'2' LWL 30'7' BEAM 11'6' DRAFT 5'7'

Call or write for Specification and Appointment to see Boat

(Inner Financing Available on Selected Hocus — 10% Down — 12% A.P.R. — LEASEBACK & SELECTED BROKERAGE — 32’ Pacemaker, Sprll-'shr.49,500 32’ 1'rojan Sprllshr. 55,000 33’ Yamaha.60,000 ★ 34’ Cal, o.w.e., money maker in charier.51,000 35’ Challenger, good liveaboard.63,500 ★ 36’ Islander.76,500 ★ 37’ Ciiil 1’siar, gd. charter boat.78,000 37’ Hunter. 68,000 ★ 39’ Cal, loaded. 99,500 ★ 40’ Valiant, ‘79, U.S.C.G./29 pass.Offers ★ 41’ Morgan, ‘78, exe. cond.99,500 ★ 42’ Pearson 424.129,000

OCEANIC YACHT SALES 759 Orkney Ave. Santa Clara 95050 (408) 988-1173

44’ Tiburon, beautiful.120,000 ★ These boats available [for Leaseback /Charter. Call now to make money chartering your own boat!

Also Available

Pier 39, P.O. Box SSC, San Francisco, CA 94133

50’ Ketch Force 50 - $135,000

(415) 781-2997 *

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

26’ 26’ 28’ 29’ 33’ 36’ 40’ 41’ 48’ 55’

— WOOD — Clark Sloop,. Fellows & Stewart cutter. P-28, very clean.. Mod. H-28 by Far East.. . Motorsailer-cutter rig. S & S sloop...;. Classic cutter, “Jinker”... S & S yawl — bristol. Alden cutter — classic. Custom Messe ketch.

.$ 8,500 .. 19,000 .. 15,000 . . 22,500 .. 20,000 try 25,000 .. 68,000 . . 69,500 . . 69,000 . .150,000

20’ 25’ 27’ 29’ 34’ 35’ 40’ 44’ 45’

— FIBERGLASS — Flicka pocket cruiser, very clean.... Cal, well equipped, active class. . . . Nor’Sea (cruise equipped). New Zealand H-28, dsl....'. 78 Cal Mark III. Coronado — great liveaboard — dsl. Custom Ingrid, ketch rigged. Tiburon ketch, aft cabin. Freedom ketch, aft cabin..

. . 12,700 . . 9,800 . . 36,000 .. 36,000 .. 51,000 . . 39,900 . .125,000 . .120,000 . .189,000

— POWER — 36’ 1935 Classic Stevens, dsl. 36’ Cheoy Lee trawler (fiberglass).

. 1-7,000 .. 75,000

SELECTED LISTINGS 26’ Herreshoff type yawl, very beautiful, 1957.$24,500 26’ Angelman gaff cutter, 1970, gd. character.18,500 27’ Norwegian pilot cutter, Saab dsl., good gear. .29,850 28’ Westsail cutter, 1976, vane and much more.42,500 30’ Friendship sloop, 1964, diesel, authentic.. .35,000 30’ Teak Herreshoff ketch, diesel, new sails. 28,000 32’ Fuji ketch, 1977, in like new condition.49,500 32’ Contessa English quality sloop, 1976, loaded.45,000 32’ Westsail cutter, 1975, very clean, good gear. .59,500 32’ Atkin teak cutter, 1978, like a new boat. 45,000 32’ Rhodes Vanguard, 1965, cleanest we’ve seen,.35,000 39’ Custom cutter, 1977, wooden double-ender, nice.95,000 40’ Concordia motorsailer, great boat. 39,500 40’ Linderman aft cabin sloop, 1967, cruise veteran.65,000 40’ Kauri ketch, Aries, radar, lots of good gear.65,000 42’ Alden Off Soundings cutter, 1940, good shape.49,000 45’ Explorer ketch, 1979, good inventory.110,000 47’ Cheoy Lee Offshore ketch, 1973.Offers 50’ Challenger ketch, 1974, radar, washer/dryer. 165,000 55’ Chapelle schooner, 1960, very beautiful.195,000 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 withdrawl without notice.

ED6EWATER YACHT SALES, INC.

SpETER JONES YACHT BROKERAGE*** (415) 386-5870

BRIDGEWAY AT TURNEY

Sausalito, California 94965 (415) 332-2060

BUYERS:- Looking lor a boat & don't see it listed here? You don't know exactly which boat among the many alternatives will satisfy your sailing needs, then please call. My listing** change constantly, & I may have some suggestions if you haven’t decided on a specific boat.

CAL 20, 3 sails, motor, race equip.try $3,900 22’ CATALINA — lots of gear, Sausalito berth.4,950 23’ ANDERSON — cruising cutter, inb. eng.4,500 24’ LAP WORTH — full keel, loaded, A1 shape.6,750 25’ FOLKBOAT — w/diesel eng., 4 sails, vane... .only 6,650 25’ VENTURE — trailer & lots of gear.5,500 25’ TRITT CUTTER — inb. eng., owner finance.5,500 27’ SANTANA — loaded with gear.try 13,500 28’ TRITON — new paint & interior, loaded w/gear... 16,900 28’ GLASS STAYS’L SCHOONER — diesel eng.only 38,500 CAL — 2-29 — wheel steering, full race.try 22,500 30’ NORTHSTAR — owner will trade-up.asking 25,000 CAL 30 — full keel, well-equipped, A1.22,500 30’ BOMBAY M.S. — dsl., owner will trade.49,500 35’ PERRY DSL. CUTTER — ‘79 demo.sailaway 55,000 35’ GAFF HEADED KETCH — owner will finance... 18,500 36’ CROCKER “SEA DAWN” KETCH — dsl... .try 23,000 38’ ATKIN INGRID KETCH...'.....55,000 39’ FREY A 1977 — loaded & ready to cruise.120,000 40’ CROCKER CUTTER — big dsl., a beauty..68,000 43’ SPENCER CTR. COCKPIT KETCH.... 1... .try 70,000 44’ PEARSON COUNTESS KETCH — loaded.110,000 44’ SWAN CRUISING SLOOP — by Nautor...... .350,000 45’ BREWER DBL. CABIN CTR. CKPT. — ketch.. 115,000 55’ KETCH ‘68 —dbl. cabin ctr.ckpt. ketch.try 60,000 page 141

SAIL 41' C.T. 1972 Ciarden design (ketch. Perkins dsl., autopilot, windvane, freezer, 3 KW gen. ADI*', Avon & more.

$78,000

40’ TRINTELLA. 1972 alt c’abin ctr. ckpt. cruis’g. ketch. Perkins 4-236, decs., more. Et'ficicnt 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

$54,000

34’ TAR TAN. ‘74, S&S keel, ctrbrd. design w/auto., windlass. VHF, fatho., more.

$41,000

33’T>LARSON VANGUARD. Full keel. Rhodes design w/S.F. berth

$32,000

32’ LAPWORTH SLOOP. 1961, strip planked mahogany on oak by Fasom. New rig from deck up, 8 bags of sail, cxc. cond., Sausalito berth.

$29,500

32’ ATKIN THISTLE. Well built fcrroccmcnt dbl.-endcr w/Sabb dsl., lender, vane. $28,000 30’ ALBKRG ODESSEY.msthd. sip. Strong, organized cruiser w/ample gear Sc decs. $32,000 30’ DUTCH SLOOP. 1^59, 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’ DUKOUR ARPEGE. ‘69, cruise ready, fast; dodger, many sails, dsl. jwvr., decs. $31,000 30’ WINDWARD BUCANNLLk. 1967, l/g sloop, pressure wir., refrig., dsl. pwr.. -d.s., VHF, roomy cruis’g. boat

$26,500

27’ CAL. With S.F. berth, rtccds love

OFFER

27’ ERICSON. ‘72, VHF, RDF, d.s., k.m., windpoint; compl. custom interior & more; berth.

- 26’ RANGER. Very clean w/genoa & spinnaker. 26’ DAWSON. Aft cbn., shoal draft cruis’g. ketch, i.b., pulpits, lifelines, trlr.. VHF, 4 sails

$25,900 $14,500 ^19,000

25’ SANTANA. 1977, 7/8 sip., Meissner winches, Hcadfoil sys,, spin., compass, k.m.. Volvo outbd

S13.800

25’ O’DAY. Clean, trailerable sloop w/Honda o.b., 3 sails. & Sausalito berth

$13,500

25’ FRISCO FLYER by Cheoy Lee. Masthead rig, Sausalito berth

$11,500

24’ COLUMBIA CHALLENGER. Clean one-design class >v/Norih sails, custom boom. Evinrudc o.b. & berth. *

$7,500

22’ CATALINA. 1973, 2 mains/jibs, trlr.. Seagull o.b.

$6,500

22’ GAFF SLOOP. 1972, hard chine character bt. in exc. cond. w/Bcrkeley berth

$4,000

SELLERS: If you own any well-built boat in gd. cond. 6c want an honest & capable person to represent you during the problems of negotiation, financing, sea trial, survey, title transfer, .insurance, properly tax proration & the inevitable bizzarc Snafu, please call & list your boat.

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’ BAY LADY.3,450 20' PETERSON MERMAID.2 from 4,000 20' CAL.6,000 21'6" TREASURE ISLANDER.2,500 21’ RUSSELL MARINE. 5,000 2V BUCCANEER.6,900 21' VICTORY.2,500 22'6" RANGER.9,900 22' SANTANA.7,000 22' TAN2ER.9,000 22' CHRYSLER.6,875 22' BRISTOL.7,400 22' AMERICAN.7,800 22' COLUMBIA.5,500 23’ RANGER.1.12,000 23' BEAR BOAT.2 from 3,800 23' BEAR BOAT.7,850 23’ CLIPPER MARINE.5,900 24' CAL.6,700 24' COLUMBIA CHALLENGER.2 from 6,500 24' BRISTOL (Corsair).12,500 24' COLUMBIA CONTENDER.4,000 24’ ISLANDER.6,000 247" SANTANA 25' '/< TON.13,900 24' SAN JUAN MKII.17,000 25' VENTURE. .7,450 25' CATALINA.14,500 25' SEILDMANN.23,500 25’ CAL.14,000 25' VENTURE.7,000 25’ SANTANA.15,000 25' O'DAY.v.16,750 25' TRIMARAN.4,500 25’ PETERSON 2-25.20,000 25’ ERICSON. 22,950 25’ NORDIC FOLKBOAT.7,200 25' LANCER.13,500 25’ CORONADO. 8,900 26' PEARSON ARIEL....12,500 26’ GRAMPIAN.15,000 26' DOUBLE END KETCH.2,000 26‘ COLUMBIA 26T.'.V...14,500 26' COLUMBIA.14,500 26' COLUMBIA.14,500 26' RANGER.15,600 26’ PEARSON.17,500 26' S-2 . 25,000 26' CLIPPER MARINE.7,200 25' NORDIC FOLKBOAT...6,800 26' INTERNATIONAL FOLKBOAT.15,500 27' CHEOY LEE OFFSHORE.2 from 26,000 27' ISLANDER.18,000 27' C&C.29,900 27' CATALINA.2 from 17,000 27' CORONADO. . . 11,500' 27’ ERICSON. 27,000 27’ VEGA.25,500 27’ HANNA GULFWEED.. ..6,000 28' PEARSON TRITON.17,500 28' COLUMBIA 8.7.2 from 33,000 28' NICHOLS BUCCANEER.10,500 28' KINGS CRUISER.2 from 6,500 28' TAI-PAN. 28,000 29' ERICSON. 26,500 29' COLUMBIA MKII.19,500 30’ ALBIN BALLAD.39,000

30' PACIFIC. 30’ ODYSSEY YAWL. 30' CLIPPER MARINE. 30' ERICSON. 30' RAWSON PILOTHOUSE.. 31’ MARINER. 31’ GOLDEN HIND. 31' AFT CABIN. 32’ ISLANDER.. 32' ERICSON. 32’ ISLANDER. 32’ CHALLENGER. 32’ PEARSON. 33’ NOR WEST. 33' FJORDPLAST. 33’ MORGAN Ol. 35' CAL. 35’ ALBERG DSL. 35' CAL. 37’ IRWIN. 37' WESTER PACIFIC (Rafiki). 37’ FAREAST GARDEN. 37’ O’DAY... 38' FARALLONE CLIPPER... 387" COLUMBIA. 39' MISTRESS. 39’ DOUBLE END KETCH. . . . 40' MARINER. 40' CHALLENGER. 41' FORMOSA. 41' MORGAN. 41' BENNETT. 41’ CT. 42' WESTSAIL. 44’ HARDIN BOUNTY. 44' PETERSON. 45' FREEDOM. 45’ SPARKMAN & STEPHENS 45’ COLUMBIA.'. 45’ FRANZ MAAS'. 50' PEREGRINE. 51' FORMOSA. 52' CHINESE JUNK. 52'8" PASSAT KETCH:. 60' BURGER (Rhodes). 61' ANA MARIA. 61' COLIN ARCHER.

.14.00Q .27,500 .15,000 2 from 22,500 .56,000 .31,000 .35,000 .35,900 .31,000 . 36,900 .. 51,000 ,. 47,000 .59,500 .56,500 .65,000 .45,000 .... r. 59,000 .39,000 . 59,000 . 90,000 .78,500 .52,000 .60,500 .50,000 .59,995 .105,000 .55,000 . 85,000 .89,000 2 from 82,000 . 97,000 . 47,500 2 from 75,000 . 135,000 .110,000 .115,000 .189,500 .55,000 .82,250 .110,000 . 220,000 . 156,500 89,500 .120,000 .200,000 .225,000 .95,000

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

FREEDOM 45’. 1978 Garden-de¬ sign center cockpit, full electric, auto pilot & much more. $189,500.

NEW 34’ AFT CABIN FORMOSA SLOOP — Volvo dsl., walk¬ through to aft cabin! Lots of teak, fully equipped. $56,900.

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 3424 Via Oporto, Newport Beach

(415) 522-6500 (415) 432-8722 (714) 673-5200

RANGER 37 — Extremely well-equipped, in mpeccable cond., very successful racer, atractive berthing arrangement avail. Asking 559,900.

■i.-iMHWl" —

CF 37 — Designed by Shad Turner, exten sive inventory w/9 sails, complete elec., hyd backstay, etc. Sellers very motivated — ask ing $59,900 but will consider offers.

29’ SCAMPI — Rigged to go places! Vet. of 2 Singlehanded TransPacs. Loads of gear in a Swedish cruiser. S.F. berth incl. Asking $30,000.

20' 22’ 22' 23’ 23' 24’ 24’ 24’ 24' 24' 24’ 24’ 25’ 25’ 25’ 25’ 25’ 26’ 26’ 26’ 26’ 26’ 27’ 27’ 27’ 27’ 28’ 29’ 29’ 29’ 30’ 30’ 30’ 30' 30' 30’ 31’ 32’ 32’ 33’ 35’ 35’ 35’ 36’ 36’ 36’ 37’ 37’ 37’ 38’ 38’ 40’ 40’ 40’ 41’ 43’ 43’ 44’ 45’ 47’ 50’ 55’ 57’ 59’ 65'

SAIL - SELECTED LISTINGS CAL.6.000 COLUMBIA.2 from 5,000 SANTANA..10,000* KELS COASTER.7,700 BEAR.4 from 5,900 * CAL.6,700 GLADIATOR.8,000 COL. CHALLENGER.6,500 NORTHSTAR.2 from 17,000 SAN JUAN.16,667 NIGHTINGALE.12,900 CAL T/4.11,900 SANTANA 525.14,950 KILLER WHALE.13,000 PETERSON.16,000 CORONADO.8,400 JR. CLIPPER.OFFER THUNDERBIRD OFFER PEARSON COMMANDER 13,500* S 2.25,000 EXCALIBUR.9,700 COLUMBIA.13,750* CHEOY LEE O/S.24,000 CAL. 18,000* BRISTOL.18,000 SANTA CRUZ.18,900 WYLIE.27,000 COLUMBIA.35,000 ERICSON. 24.000 SCAMPI. 30,000* HERRESHOFF BERMUDA.29,500 BIRD.2 from 15,000 BURNS Vi TON.39,500 HURRICANE.17,000 KNARR.2 from 7,700 PACIFIC.2 from 12,500 AUXILIARY CUTTER. OFFER MOTORSAILER. 39,500 5.5 METER BOAT.7,250 CAL. 42.500 ERICSON Q 49,000 ALBERG. 39,000 GARDEN KETCH.45,000* HERRESHOFF K.54,900 L-36 30,000 FARR ONE TON.2 from 64,900 CF. 59,900 RANGER.59,900 RAFIKI-CUTTER.78,500 ALAJUELA.94,000 FARALLONE CLIPPER.42,000* TRINTELLA VICTORY KETCH.140,000* CHEOY LEE O.S.67,500 GARDEN KETCH.85,000 MORGAN. 105,000 METER (sister—Yucca).29,500 SWAN. 139,000 PETERSON.110,000 STEEL YAWL. . . ...110,000 STEEL KETCH.75,000 OFFSHORE SLOOP.220,000 STEWART KETCH. 170,000 SEA LION #1.150,000 STAYSAIL SCHOONER.225,000 MOTORSAILER. 149,000 * Boat includes San Francisco Berth

SWAN 43 — Classic S&S-design, outstan¬ ding cruiser w/jib furling, anchor, windlass etc., beautiful cond., Nautor const., detail & value at it’s best. Asking $139,000.

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.

mmm ERICSON 35 — Swift, luxurious perfor¬ mance cruiser/racer in beautiful cond. w/loads of gear. At our docks — Seller ask¬ ing $49,000/offer.

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

Paul Kaplan, Christine Kaplan Mary Jo Foote page 143

Closed Tuesdays

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

40’ TRINTELLA — Holland-built to the high¬ est standards, teak decks, aft cabin, 2 heads-showers, ready to world cruise — exc. liveaboard. Prime S.F. berth incl. Ask¬ ing $140,000 or consider property trade or ?

Hank Easom, Eric Leiske & Rollo 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 she 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 halyartl 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. Anchorage Marine, Sausalito, (415) 332-2320 Al’s Marine, Pete's Harbor, Redwood City, (415) 364-0288 Gashouse Cove, San Francisco, (415) 567-3695

meissner international bv THE STANDARD BEARER’"

U.S-. Distributor: International Marine Hardware Star Route 21 Woodside, California 94062 (415) 851-3060