Latitude 38 April 1981

latitude KEFJMIT

PARKER

YACHT BROKERAGE CS7 FRANCISCO BL.VD* SAN RAFAEL. CA 94901

THE NORTHERN CALIFORNIA SAILING SHEET

VOL 46

APRIL 1981

REFRESH YOUR MEMORY ...

RAFIKI 37 — Blue Water Cutter by , S.C. Huntingford. Our standard yacht in- I

— •■

~

U I

eludes: Airex cored hull; teak deck overlay, 11,500 lbs. ballast; mast, main boom & staysail boom; mast has separate storm trysail track; double bale at masthead; Navtec stainless steel non-gauling turn^ buckles; prestretched Dacron jib halyard; main halyard; staysail halyard; boom vang; running backstays; main; staysail; headsail sheets; 8 Barient winches; winch handles; 15 opening ports with screens; 2 hatches in cabin roof; teak handrails; teak cockpit coaming; forward cabin has 5 opening ports & cabin hatch; Volvo MD-17C, 36 h.p.; filtered fuel system; 3 blade prop is standard; 2 12 volt 150 AMP hour batteries; 110 VIAC dockside power; 30 AMP shore cord; 7 internal grounded outlets; 17 12 V/DC lights; Gusher 25 diaphram bilge pump; 12V automatic electric mounted in bilge; hot & cold pressure water; foot operated pumps in galley & head; salt water pump in galley; shower in head with sump. Water: approximately 165 gallons in 2 independently plumbed stainless steel baffled tanks. Fuel: black iron tanks approximately 100 gallons. 25 Watt VHF; 55 channel capacity; impulse 330i fathometer; Signet knotmeter/log; Ritchie 4" compass.

Sails: main; #1 jib; staysail; genoa; 112 yankee. Ground tackle: 35 lb. Plow anchor w/200’ 3/8” proof coil; chain & shackles; secondary anchor; 22 lb. Danforth-type w/30' chain & 200' Vz” nylon rope; two speed manual anchor winch; deck hawse pipe for chain; bow roller w/double sheaves; 3 position boom gallows; masthead tri-color & anchor light; spreader lights; bow pulpit; double lifelines; 2 boarding gates; sea hood; whisker pole; 4 fenders; 4 mooring lines, man overboard pole, horseshoe life ring; bell; horn; 6 adult life jackets. Interior: solid teak & light hardwood cabin sole throughout. Main cabin: double stainless steel sink, partitioned icebox; stove, alcohol or kerosene; large navigation table wired navigation lamp; u-shaped dinette.

$84,650

f.o.b. Taiwan, fully commis sioned in U.S. Buyer to pay ocean freight, insurance & any duties.

New boat dealer for Rafiki 35, 37 Hinterhoeller, Nonsuch 30 Nonsuch 26 26, 30. ’

__The.

YflCnt .Yacht House

U^\| if lIv/WjV ■— ik

1815 J Clement ement Avenue ve|un’ Alameda, CA CA 94501 94501 Alameda, (415) 521 7200 __

Sailmakers To The Best Of Them Bay and Delta Yachtsman" organized the Yachtsman s Match Racing Challenge". It matched ten prominent helmsmen who had been selected from around the country, in five pairs of boats from different classes, ten boats in all. Each helmsman sailed each boat once in a match race, and against a different opponent each time. The crews were provided by the boat owner, and stayed with the boat so that the only change was the helmsman on each boat, and his opposing helmsman. A true test of individual skill.

And a test of sails as well.

Dream Machine is a Santana 35. She is owned in partnership by John Aitken and John Christiansen. Dream Machine is eguipped with sails from Richards and van Heeckeren, she was new two seasons ago, and has been sailed hard in both the ocean and the Bay series.

Dream Machine won her first six matches in a row and seven out of the total of nine. She is the only boat in the series to earn such a lopsided score. On the strength of this startling performance she was awarded the trophy for the Best Boat of the series.

We are very proud to be the sailmaker for

Dream Machine, and wish to thank John Aitken and John Christiansen for allowing us to be part of this outstanding effort.

★ Dream Machine,, Winner of the Best Boat award of the Yachtsmen's" Match Racing Challenge.

"Bay and Delta

Stocking Dealers for: Headfoil 2

Richards and van Heeckeren S/UIMAKERS AT 123 SECOND STREET; OAKLAND, CALIFORNIA 94607 (415)444-4321 ★ Powered by Pineapples page 3

YACHT RACING HEADQUARTERS

J

J

J

HHIBH

24

30

36

“OWN A CHARTER RACEBOAT There is a tremendous demand for charters. We are an established chartering/sales company.

The J’s are here — come and see all our race/charter models.

RACING BROKERAGE SPECIALS Call or Come By & See Our Complete Listing

OOOH NO!'.

31'

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

SUMMERTIME DREAM

RATIONAL HARPOON

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

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

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

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

■.;

.

■;

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.

Let Uncle Sam Help Pay For Your Ericson.

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

Ideal Boats for Chartering.

Are Provided in Ericson Yachts.

• • • • • •

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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 Can Afford to Own an Ericson.

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

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

FOR SALE FOR RENT FOR BOTH ★

IL^yacht UNITED SAILING YACHTS

v

PURCHASE RENT

$13,895

$ 75 per day

US 25

PURCHASE

$48,995 $ 125 per day

RENT US 33

PURCHASE RENT US 42

$110,495 $325 per day

with Coast Guard ,icensed skipper ★ A person may purchase his own yacht and include it in our charter program to produce income and at the same time take advantage of certain tax considerations.

^Sailboat Shop]

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

CONTENTS

Yachting Fashions!

First In Class

9

calendar

15

letters

56

sightings

66

wilde mexico

75

farallones races

78

bird to fly

First Overall

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

90

short circuit

94

never can tell

98

max ebb

104

ring around

109

colin archer

112

interview

120

moving aboard

124

oil portrait

140

brokerage

Cover Photo: Ketches to Weather, Colin Archer Race Photo by Michael Wrisley page 7 1

Hike Lampe Yachts Dufour oaay

Valiant^ 32.37.40.47 dr5 40 Pilothouse

Dufour 4800

Dufour 35

THE DUFOUR 35

THE DUFOUR 4800

i s both powerful and fast, but easily sailed by

is a boat of less than 36-l't. which ac¬

an average family. She is hpilt strong to withstand even the worst sea

comodates seven crew in three cabins, yet has a deck layout and

conditions and has accomodations of a much larger boat.

characteristics of a high-performance boat. It’s classic lines have both elegance and style.

SEE US AT THE S.F. IN-THE-WA TER BOAT SHOW, APRIL 3-12

SPARKMAN & STEPHENS 40

SPARKMAN & STEPHENS 40.

3 cabin design — Lloyds of

London Certified. Aft cabin, ketch rigged — the ideal yacht for cruising/livcaboard. Sail-A-Way includes sails, winches, dsl. aux., 2 baths

Stop by MIKE LAMPE YACHTS

w/shower, full galley, VHF, fatho., k.m. & ground tackle. Only one left and see the DUFOUR

at the 1980 price — $99,950.

WING and get a free bumper sticker!

LAMPE BROKERAGE 189,500

.37’ 34’ 33’ 32’

135,000 168,000 105,000 Rafiki Cutter, 1977.$ 79,500 Fisher Motersailer, 1977.$ 98,000 Pearson, 1974.$ 35,000 Valiant, 1978.$ 69,900

30’ O’Day, 1979(3), 11% Assumable.$ 30’ Islander, 1971.$

M.L.S.

—

42,500 28,750

29’ 25’ 25’ 25’ 24’ 24’ 24’ 24’ 24’ 22’ 22’

8.7 Columbia, 1977..

O’Day, 1977.

Lancer, 1978.

Seidelman, 1978.

Dufour, 1976.

.$ .$ ..$ .$ .$

38,000 16,750 12,750 20,900 22,900

C&C, 1977.

Cal, 1960.

J-24, 1977.

Cutter, 1966.

.$ .$

16,000 6,700

.$ .$ Tanzer, 1975.... .$ O’Day, 1972.. .$

13,985

Instant Information on Over 4,000 Listings on our Computer

1155 Embarcadero, Oakland, CA 94606 (415) 835-1134

9,500 8,200 7,200

CALENDAR That s right folks, Opening Day, April 26th, is just around the corner. But sailing is so great in northern California that racers can’t wait until Opening day to start racing.

Here’s the line-up of major events for April and early May. April 3 — The San Francisco In-The-Water Boat Show, Mariner Square. Thru the 12th.

April 4 — Ocean Racing Season begins with the SchoonmakerStewart Race to the Lightbucket and back.

SUBSCRIPTIONS

I WANT IT! □ Enclosed is SI0.00 for one year Third Class Postage (Delivery time: 2 days to 2 weeks)

□ Enclosed is $20.00 for one year April 4 & 5 — Champion of Champions Regatta at the St. Francis YC. The winners of each ODCA class battle it out for the ‘Champion of Champions’ in a two-day, five race series.

April 11 — Corinthian One-Design Invitational at Knox.

April 11 — Montara/Farallones and Half Moon Bay Races for OYRA.

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.)

April 11 — First KIF (Knarr, 1/C, Folkboat) Regatta of the year at the Golden Gate YC. April 18 — Singlehanded Farallones Race, call 521-1176.

NAME _

April 18 — Rules Seminar, St. Francis YC, 563-6363.

April 19 — Easter.

ADDRESS

April 25 — Bullship Race, El Toros across the bay.

April 25 — B.A.M.A. Doublehanded Farallones Race for mono and multi-hulls. 547-2037 nights.

April 26 — Opening Day — go crazy on the bay!

April 27 — San Francisco Gold Cup for Nordic Folkboats begins week of top-flight international competition. Sailed on cityfront, a good spectator event.

CITY_ )

ZIP __

May 1 — America’s Cup Presentation with Tom Blackaller at Berkeley YC, 524-9655.

May 2 — Start of bay racing for One-Design, IORDA, and HDA classes with the Coyote Point and Vallejo overnighters. One of the

latitude

highlights of the racing season.

May 9 — OYRA’s Farallones Race.

Weather for April and May — Sun stays up longer, wind blows harder, sailing gets better. These are your Golden Years, enjoy them sailing!

Editor & Publisher — Richard Spmdler Co-Publisher — Kathleen McCarthy Advertising — Jaime Muniz Production — Terri Wilder P.O. Box 1678, Sausalito, CA 94965 (415) 332-6706

‘the northern California sailing sheet' page 9

With a 50-year Yankee tradition

DYER, Dinghies & Inflafables have come to San Francisco Bay! The first Dyer dinghies were built in wood over 50 years ago. Today they are individually hand-built of fiberglass, still utilizing oak, mahogany, and teak wherever there are advantages of strength, lightness and appearance.

Available in 5 models from 7’9” to 12’6”. Dyers stand up beautifully under heavy use and really perform whether sailed, rowed, towed, or outboard powered. v The Philip L. Rhodes 10’ Dyer Dink is a one-design sailing classic, popular since 1934. Let us show you why Dyer is the finest dinghy built.

9V2 ft. DYER DUCK INFLATABLE — the inflatable with MORE — for less ...

With this new inflatable, Dyer aims right at the heavily-advertised Brand “X” .. . but offers more features with exceedingly high manufacturing standards.

A spray dodger and moveable rear seat are included as standard equipment — NOT at extra cost.

Quality features include 60 oz. coated vinlon floor, 37 oz. coated nylon tube with 2 inflation chambers. DuPont Hypalon fabric coating. All seams, reinforced.

This tough tender carries 715 lbs., weighs 55 lbs.

PRICE — WITH ALL THE ABOVE STANDARD EQUIP.

00

" $OOU>

MARIN MARINE INTRODUCTORY PREMIUM: Included with each Dyer Inflatable purchased — at no charge — 1 pr. 6’ oars ($45.00 val.) outboard bracket ($36.00 val.).

WHERE SAILORS

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

SAVE

Special prices for April 1981, subject to change.

Hess TOTAL DISCOUNT Great Barient Wiijch Exchange

SAMSON The Strongest Name in Ropi Again — Leading marine brands at LOW, LOW prices! Check these ...

SAMSON XLS YACHT BRAID.

SAMSON TROPHY BRAID

White or color coded. Extra low stretch

All colors.

1/4 5/16 3/8 7/16 1/2

5/16 24$ per ft. - Reg. 38$ 3/8 34$ per ft. - Reg. 51$ 7/16 44$ per ft. - Reg. 67$

17$ 22$ 30$ 38$ 48$

per per per per per

ft. ft. ft. ft. ft.

-

Reg. Reg. Reg. Reg. Reg.

29$ 37$ 50$ 63$ 80$

Full line of Samson sizes & colors in stock

PLUS — Full rigging fabrication service, including rod rigging

TRADE-IN & TRADE-UP. Trade in your old — still serviceable — Barient winch on a new self-tailing and/or larger model. Trade-in allowance is subject to our inspection of age, condition, and sale-ability of your old Barient winch.

CHECK OUR STOCK . .. ASK THE EXPERTS. You will find a fine selection of Barients in stock and our experienced staff ready to assist you in your new selection.

NO TRADE-IN? We also feature an excellent inventory of Factory-Approved Reconditioned Barient winches ... at very attractive prices.

BRING IN your Barient winch, or contact us at Marin Marine for details on this unique, exclusive, and limited offer.

■till

^irule PORTABLE PUMP

KILGORE 3-FLARE AERIAL KIT

Rule Model 168, 36” Portable Pump.

4’ hose, 10 gpm, ABS plastic.

J

$11.95

Meets Coast Guard Day & Night requirements — no pistol needed. High visibility-

REG. 16.55

$7.99

REG. 11.65

SAVE

WHERE SAILORS

marine marine (415) 332-5172-9 to 5:30,7 Days SAVE FUEL. . . we are as near as your telephone.

page 11

®\

300 Harbor Drive, Sausalito, Calif. 94965

Your CREDIT CARD is good with us.

VISA

Special Prices for April 1981, subject to change.

\

^OQN SIGHT Na

$7 • 50

BOB SMITH, NAVAL ARCHITECT

Irving Fatt

check or money order

Yacht Design

<T

Modifications Rating Consultation

MultiMedia Cntr.

Minor Hall U.C.

Berkeley 94720

V

110 pages—softbound

535 Larkspur Plaza, Suite 10 Larkspur, CA 94939 (415) 924-8872

Tested navigational method; works at all

all

latitudes

& in

seasons.

Refrigeration for the Serious Cruiser • Engine driven for efficient operation • Long hold over capacity using S.S. holding plates • Reliable equipment specifically designed for marine use • Engineered specifically for your needs

DISCOUNT MARINE EQUIPMENT ALWAYS The Lowest Prices!!!

Commercial — Power — Sail

‘CALL FOR QUOTES marine soles co. (4i5>

EDINGER MARINE SERVICE Sales & Custom Installation

Hours: Monday-Friday: 9-6

871-2290

Saturday: 9-2

399 Harbor Drive, Sausalito, CA 94965 (415) 332-3780

Heating — Electrical — Corrosion Control

324 Littlefield Ave., So. San Francisco, CA 94080

HAVE YOU PRICED MEW SAILS?

TAYANA 37' PILOTHOUSE DESIGNED BY ROBERT

PERRY

■WHY NOT CLEAN WHAT YOU’VE GOT? Maximum Beam.11’6” Draft.S'S”

Sail Area-cuttcr.861 sq. ft.

Sail Area-ketch.768 sq. ft.

Two Models to Choose From

THE SAIL WASH

CUTTER OR KETCH RIGGED Two Helm Stations — 49 h.p. Perkins 4-108

•

ON DISPLAY NOW

We Guarantee A Berth With Every Boat We Sell.— New or Brokerage

WIND6HIDS,

475 GATE 5 ROAD, SAUSALITO, CA 94965

(415) 332-5386

mm

4

(il5)S34_S232

"It's the winning that keeps me coming back for more DeWitt Sails" "New sailmakers come and go, and they make a lot of promises. I know Jimmy DeWitt and the people at DeWitt Sails. They have a big, modern loft, right on the water. I even had my launching party there. They're pretty technical these days, with their advanced computer designs, and mylar laminates. Service is great, but it's the WINNING that keeps me coming back for more DeWitt Sails."

Roy Raphael Owner-skipper Wylie 34 MAGIC TOO

1976 — Y.R.A. Bear Class Regatta Ists — Camembert 1977 — Y.R.A. Division N Season's Champion — Raffles 1978 — Islander 28 Class Perpetual Champion — Raffles 1979 _ islander 28 Y.R.A. Season's Champion - Raffles 1980 — Y.R.A. 1.0.R. Div. C Season's Champion - Magic Too 1981 — Metropolitan Mid-Winter IOR Div. 1st — Magic Too 1981 - St. Francis Y.C. Spring Invitational 1st - Magic Too

New! Only from dewitt sails

— Technical Bulletins containing information you can't find anywhere else. Contact us today for your FREE copy.

• MYLAR and What it Means to You • • • • •

dewitt sails page 13

MYLAR in Spinnakers Rollerfurling Systems Sails for Rollerfurling Systems ' Poleless Spinnakers and the R.D.W. Sailcare Simplified

Phone 415-234-4334 or 234-8192 1230 Brickyard Cove Road, Point Richmond, Ca., 94801

New from C&B MARINE

Tiffany Jayne Designed by Paul Kotzebue

r:

F

K7~~

/

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rt

A HELL OF A NEW BOAT AVAILABLE IN FIBERGLASS IN EARLY 1981

1 loci -

-if n

LOA LDWL Beam Draft Displacement

i C&B MARINE I CUSTOM BOATBUILDERS 1053 SEVENTEENTH AVENUE, SANTA CRUZ, CA 95062

(408) 476-7494

33'10" 250" 80" 5'6" 5790 lbs.

LETTERS

MONITOR The Sleeping Vane Gear Beauty

I iAFFIRMATION FROM BLACK STAR RANCH I litre is no cure, only surpression. My parents had hopes when

For

Larry and I bought an old stone house on 25> acres fit) miles from the

about

seven

nearest water. When we actually sold Seraffyn. they were elated. In

quiet

fact, they planned a party to celebrate our cure, and to add to their

discriminating

When the

to

Coast

retired

sailing

enthusiast

an ARIES on his Kettenburg 40.

After

Then I placed the

some

more

thinking

he

decided that he liked the ARIES

I said, “the tide turned against

principle and much ol the design,

us. We weren’t making any way, so we dropped our anchor for a few hours to lay back and have a cool rum and . .

Known

West

started thinking about installing

semi started to fill the inside of our Honda, we pulled off at the next fateful telephone call. “Sorry Mom,

existence.

It all began in the early 70's when a

Santa Ana freeway began to clog up and tlve exhaust fumes from a ramp, found a quiet bar and ordered a drink

the

sailors, but not to many others.

jubilation, we actually agreed to drive 1 10 miles on a Friday after noon to join their gathering of relatives. But we blew it

years

MONITOR wind vane has had a

but there were important features that could and should be improv¬

“But what about my

ed. Having spent his working life

roast, I can t let it sit, you said you cl be here by b," my exasperated

as a research and development

mother cried I should have known better, but 1 blew it, “Don't worry

engineer he had both the time

about us, feed the watch that’s on deck now, we ll have the leftovers

and the inclination to take on the task.

for a snack on the midnight watch, the tide will be fair by then.’’

A

Well, they drove out to our hillside hide-away the next day and

few

months

later

the

first

MONITOR was installed on the K

found the 30 fooler we’ve got hidden under the eucalyptus trees. It’s

40 and performed extremely well.

being planked up right now, varnish on the teak tongue and groove

Over the years since, many hun¬

bulkhead, lead in place, maststep and mastpartners ready. Only

dreds of MONITOR vanes have been

quietly

built

and

sold.

BfiOO hours more labor and we can sneak out once again bound for

Several have sailed around the

colder

world

and

been

used

climates

this

lime,

but

definitely

headed

away

from

telephones, schedules, freeways and banking hassles.

events

Congrats to Kandy Thomas for giving us a chuckle.

Keenan,

by Rod

MONITOR

in

has

singlehanded

sailors

like

Don

Parks

and

Alan

Rutherford.

Lin and Larry Bartley Lake Llsinore

the

Although the MONITOR today looks much the same as it did seven years ago, thousands and thousands ol ocean miles on different boats inevitably flushed a few

l.in & Lurry's Seraffyn will be on display at the San Irancisco In ll>e Water lioat Show slartinp April 3 12 in Alameda’s. Mariner

bugs. A modern MONITOR weighs 6-7 lbs. more than the early version, a result of strengthening the gear at critical points Bearings and linkages have been perfected so that today the vane has evolved a truly dependable and finished product.

•Square. \

The inspiration from the ARIES is clearly evident in the MONITOR vane gear. The most apparent difference is the practically 100%electropolished stainless steel

I JUST THINKIN’ . . .

Here’s a thought

construction of the MONITOR, which may be its single greatest advantage over the

suppose there was a Bay and Ocean Race

original

In terms of seaworthiness of materials used, no other vane gear comes

even close to the MONITOR. The stainless tubular construction combines great

that happened on a beautiful, warm sunny day in September, that

strength with comparatively light weight (nearly 30 lbs. less than the ARIES),

started at Baker's Beach, left the 'Light Bucket’ to port and then sail

repairabilily and corrosion resistance.

ed under a sky of multi cellared power lords to a downwind finish by any route at Ballena Bay.

Other important advantages are the infinitely adjustable remote vane control and the four point universal hull attachments which provide a stronger, more rigid and

Suppose . . . dial each Yacht Club challenged with three entries to compete in a team even in which the lowest combined point total

easier installation.

The servo-pendulum is the device that gives the vane gear power to turn the boat's

would entitle the 'winning Club to retain, until lost, a perpetual

own rudder and bring it back on course again. In the MONITOR the stainless pen¬

trophy. Suppose .

dulum has a NASA high lift profile and has been balanced to allow the windvane to

. the trophy is called the “Kauai Iki Challenge

Cup ”, and held on the off year of the Kauai Yacht Race.

Suppose . . . the purpose for the “Kauai Iki Challenge Cup’ Race was to reunion San Francisco Kauai veterans, encourage new

turn a larger surface in lighter airs The result is greater power and greater sensitivity. A side bonus is that the larger pendulum can be fixed in the center position and used lor emergency steering.

Numerous other improvements and advantages can be mentioned. Maybe the most

comers, enhance preparation for the next Kauai Yacht Race, corn

surprising one is that, in spite of all its strong points, the American made MONITOR

pare ratings and performance, promote'inter-club competition and

is considerably less expensive than the imported ARIES.

just have an old fashioned good time

With so much going for it, the time has come to really awaken the MONITOR and let

Partake of food galore luau

style and down Polynesian style grog until you’re silly, while dancing

it loose on the oceans.

to a great band until the wee, balmy hours of the morning.

Do you suppose anyone would hir interestedr* If you are, contact your Yacht Club Race Chairman and ask that your boat and crew be considered as a member of the team to challenge for the Cup. Jay Varner. Race Chairman “Kauai Iki Challenge Clip" Ballena Bay Yacht Club

I ITHERE IS A DIFFERENCE page 15

SCANMAR MARINE “Self-Steering is Our Speciality” 298 Harbor Drive, Sausalito, CA 94965 l (415) 332-3233 Closed Saturdays & Sundays Except by Appointment

I'm sure most skippers realiji that even a slightly fouled botl h^^rdetrimental effects on spejig fuel consumption pwormance. ronthMpull cleaning and inj rorrP^I’t gw||antee you’ll win iext jBfiatt^® eliminate the, for p%^yftl outs. Hoi Jtly i winni

prove fuel corf ing |ime betw

while i

Let tfii^professionals show you theTdTrrerence.

Owned and operated by a (i.S. Navy aquanaut qualified in scuba, deep sea air, deep sea mixed gas, & saturation diving, search & recovery proceedures, salvage operations, underwater welding and cutting, and all other aspects of underwater work.

Certified scuba instructor for the Divers Institute of Technology (Seattle, WA), and the National Association of Underwater Instructors (NAUI).

Member of the U.S. Boating Association and the U.S. States Power Squadron.

fl0%-Off Special 'ires June Call for Details

■••••'sv,.,, yv. vw^v.. AW*,

.

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RAVE REVIEWS

NORDIC 44 JMMmi dL -

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> jiiiw 1£m * ”m * L

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“Outstanding Performance.” Rex Reed “I wish we’d designed that one.” Olin Stevens “It will be great for whale watching.” J. Fonda “The galley is just marvelous.” Julia Child “We approve.” The Moral Majority “Where do you sleep?” Rita Jenrette “Fast is fun, but nice is nice.” Bill Yee “Nordic will ship no yacht before it’s time.” Orson Wells “Nancy & I love it, & with a few more cuts we can fit it in.” R. Regan ‘We are going to trade our Greta 39 in on one of these.” Richard Spindthrift

Give us your own review — See us at the Boat Show or in San Francisco at

CITY YACHTS Foot of Laguna St., San Francisco, CA 94123 Tele: (415) 567-3695 page 17

The Finest In Cruising Yachts ◄ GLOBE 38 L.O.A.: 37’4” L.W.L.: 32.4” BEAM: 11 ’8” DISPL.: 32,000 lbs.

SAIL AREA: 928 sq. ft.

MASON 43 ►

L.O.A.: 43’10 Vi” L.W.L.: 31’3” BEAM: 12’3!/2” DISPL: 25,000 lbs.

SAIL AREA: 899 sq. ft.

CAL 39

Come Aboard These Fine Yachts

GULF 29

2415 MARINER SQUARE DR. ALAMEDA, CA 94501 (415) 865-3662

AT THE S. F. IN-THE-WA TER BOA T SHOW, APR. 3-12

LETTERS The difference between First class and Third class postage. The

1181

March isSue had been read, when the January issue arrived. I have not seen the February issue, so maybe these comments are covered in that issue.

In Andrew Urbancyzk s article on the history of the ‘true’ TransPac;

'txpertsiiitke

Ways cf the Seal

the person pictured on page 123 is Kenichi Horie, not Hiroshi Totsuka as captioned. The results were: 1st Wings of Yamaha, Hiroski Totsuka, 41d/14h/28m 2nd Sunbird VI, Shun Takeichi, 46d/04h/47m

★ ★ ★

it if it

3rd Mermaid, Kenichi Fiorie, 47d/08h/44m 4th Okera III, Yukoh Tada, 51d/22h/04m 5th Catapha, David White, 52d/llh/28m 6th Rib, Noriko Kobayashi 7th Mex. Claus Ffehner The listing of results (enclosed) is dated November 13, and does

Helly-Hansen Inc

not have the finish times for Rib or Mex, because they finished after that date.

• Claus Hehner did finish after stopping at the southern end of Okinawa to repair a broken head stay. He took the northern route in

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the 1969 race, but we were all forced to take the southern, trade wind route in the 1975 race because the island of Oahu was a mark of the course and had to be left to starboard.

It is a great race, and I wish the sailors in this year’s contest the best of luck. I will be doing the Two Star from Plymouth to Newport, with John Sweeney in his 43’ sloop. Misanthrope.

• • • •

Jackets Waist-High Pants Chest-High Pants Sou’Westers

For those interested in long haul singlehanded sailing, there is an interesting contest starting September 25, 1982 from Newport, R.I. The Singlehanded ‘Round the World Race, with stops in Capetown, South Africa:

Hobart, Tasmania, Australia: and Mar del Plata,

Offlap®.

Soring Sale

Argentina. There are presently 18 entries from 10 countries. More information can be obtained from the Race Headquarters, Goat Island Marina, Newport, RI 02840.

Latitude 38 is a welcome relief here on the East Coast, but First Class is the only way to have it sent.

David White

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I IBACKPAC-ING THE PACIFIC I would like to bring to attention the return TransPac from Hanalei Bay Kauai to San Francisco. The race in ’79 began with seven boats, two of which dropped out due to the lack of wind. It is a low key

Compasses:

race-cruise atmosphere that develops into a Grand Prix event for the last five hundred miles. I would like to see more owners take interest

DANF0RTH 15% OFF!

in this event, for it is bound to become a prestigious race in the not-

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so-distant future.

I’ll be there skippering Mamie and would love to see as tenacious a fleet this year as there was in ’79.

Last ‘Backpac’s’ fleet was Natoma, Wings, Brown Sugar, Tinsley Light, Seuern, and Mamie. Natoma holds the record of a little over fourteen days,--and it was won last year by Mamie in just over eighteen days. Wings and Brown Sugar were both less than twelve hours behind.

Nicholas Gibbens Santa Monica

□ JUMPING, SCREAMING AND STOMPING Allright, you win — make me a subscriber. I didn’t find a February issue until it was too late to register for crewing. After jumping around in circles and screaming and stomping, I decided that it might be page 19

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MIDWINTERS

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Winter or Summer, North Sails Win More Race§ than Any Other Sails in the World page 21

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FROG 21 — The World’s longest frog is 21-feet long, is very slippery when wet and is a cat.

Kiss it and see what happens. $11,500 sailaway. See us at the S.F. In-The Water Boat Show.

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WILSON 42 — 'Marinero', a 200-mi. a day, high performance cruising sloop from New Zealand, delivered on her own bottom. Sheds fully equipped from the SSB radio to safety harnesses. At Our Sales Dock — $129,000.

30' Friendship sloop, 1964.35,000 30' Olson (inboard), 1979.31,500

SAiL

31 ’ Bombay (pilothouse), 1978

21

32' Ericson, 1973. . . ..35,900

24’ Reinell.

12,995

32' West sail. 1976.59,000

25’ Trojan, 1969.11,500

23’ Ericson, 1969.6,000

34' Fantasia, 1976.62,000

26' Fiberform, '76 (Flying Bridge).19,000

J-24 1980.14,995

36' Tinsley Light (Mull), 1973.49,000

27' Houseboat, 1965.6,900

24' Moore. 1978.19,500

36' C&C, 1964 (Korten steel).89,000

28’ Chris Craft, 1966.-. 10,000

24' Yankee Dolphin, 1968.12,500

42' Wilson, '80 (200 mi/day).129,000

28’ Land & Sea Craft, 1972.

25' American, 1974.9,950

46' Garden ketch, 1941.75,000

30’ Chris Craft, 1964.17,500

25' Catalina, 1978.13,750

45' Coronado, 1974.80,000

30’ Fjord Cstm. (air cooled dsls.).69,900

27' Ericson, 1972.26,000

50' Chylinski Sloop, 1970.

32' Chris Craft, 1964

27' Balboa,

55' Meese Ketch, 1959.150,000 POWER 24' Fiberform, 1975.....15,900

Luger, 1974.offers

23' Ranger, 1973.

1979.17,500

28' Islander,

1976.f.33,000

.....47,995

24' Trojan, 1976.15,000

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LETTERS more logical to sit down and send you some money.

I m also sending you my form anyway in hopes that you’ll repeat the list in April. (The second time is always better. Right?)

Keep up the good work.

HOGIN SAILS

Tracy Dickerson •

Traci/ — In the sailing world ya gots ta be responsible for yaself; if you miss the boat, you miss the boat. Sorry. But don’t despair too much, if you ’re relentless in pursuit of a ride you’// be sure to get all you can handle.

□ CROCKETT CAUGHT THE DRIFT On March 8th at approximately 0130 hours we retired aboard our 43 sailboat at the Glen Cove Marina in Vallejo; at approximately 0430 hours we were awakened by violent wave action (violent for inside a slip inside the harbor) which we responded to by looking out a port and discovering that we were almost against the piling at the sugar mill on the Crockett side of the river. As 1 bounded for the ladder my wife in a loud, clear voice called for me to take the gun.

Upon reaching the deck our first concern was keeping all of our worldly assets from being bashed up against the pilings and our second concern was getting the tent (plastic tarp we tie over the main boom) down so I could see where to go. In the excitement we didn’t attempt to look for anyone.

All four of the dock lines and the electrical cords had been released from the dock and dropped into the water. We feel, as does everyone else we relate the incident to, that we were towed out of the harbor — although we didn’t see or hear anyone. The weather was quiet and the water like a lake — maximum high tide. The violent wave action was caused by a passing freighter.

This raises many questions which we would appreciate a response to:

SAIL REPAIRS ARE A NECESSARY EVIL!

1. How prevalent is this sort of thing?

2. Normally we sleep very lightly. Do you think divers took us out and then got scared off? Do you have any knowledge of similiar incidents in the Bay Area?

3. Would your guess be that dopers wanting to use the boat to make a run or someone stealing it to re-sell was responsible?

4. Now the big question that prompts us to write of the incident is — if there was a reoccurance of this happening and we were lucky enough to spot the individuals towing us out (before they killed us or a freighter ran us over)

At Hogin Sails We: Install reef points Restitch seams Fix tears Cut down sails Hollow leeches Put on spreader & pulpit patches Reinforce rings Recut sails

where do we stand if we attempt to blow a couple of people out of the water? We have visions of some ‘candy ass

If you have an evil, bring it to us to make it a good.

judge’ giving the thieves our boat as reward for getting caught.

Ken & Pat Little Vallejo

Ken & Pat — We suspect that somebody probably just untied your lines and let you go; it happens in all harbors from time to time. The culprits are usually racers who have lost vitriolic protests or dementos looking for kicks.

With all due respect for your desire to protect your family and property, we’re not too keen on the sound of “blowing a couple of people out of the water”. It may look and sound easy on television, but opening fire on someone with a gun is awful serious business, if even just for your own conscience. page 23

Come see Hogin Sails, located in the Alameda Marina.

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!

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ÂŁ Organized regattas, cruises, boat shows, Bob has it all.

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Sun 27, excellent condition. Has every option .. ..

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LETTERS As for the legal status of protecting yourself on your boat, we spoke to Jim Camara of the Sausalito Police Department. He advised us that you can defend yourself with a weapon, but only if your life is in danger.

You cannot, he emphasized, open fire simply

because someone is on your boat or even stealing something from it.

HAYNE S SAILS

Jim explained that police cannot even shoot at a "fleeing felon" unless they are leaving the scene of a violent crime. Great, eh?

WE MAKE CUSTOM RACING

I I CHOKE, COUGH, SPUTTER Please find enclosed one check for $10 for a classy classified ad. I know that this Boston Whaler is not a sailboat, but it might help your conscience to'know that this particular boat has spent many hours in the service of sailing vessels. It has towed strings of becalmed dinghies on occasion and has assisted several yachts up to 65’ to boatyards for engine repairs. It spent a year as the only photographic platform for boats surfing on the ocean in northern California, and many of your readers would be familiar with these shots. It is very closewinded, and it would measure well below its waterline IOR. Your responses to letters are only second to the New Yorker for clarity and preciseness of language. Your talents may be wasted on this rag.

AND CRUISING SAILS TO FIT YOUR NEEDS

William Millendori Tiburon William — We didn't plan on confessing to anyone, but if it will assuage your guilt any. we ourselves purchased a powerboat similar to the one you're offering for sale. Bought it through last month's Classy Classifieds, too! After using it twice we’ve verified our suspicions that powerboats are indeed smelly and noisy.

What we

discovered is that they are boring, too.

So why did we buy it? To use as a photographic platform to snap sailboats surfing in the ocean — what else are they good for?

As for our so-called talents being wasted on this “rag"? This rag is our rag, and we do whatever the hell we want with it. And so while there are times when we are dead-tired, blown away, exhausted, we still feel we've got to be about the most fortunate folks on the planet.

I THEY WOULDN’T DO A THING LIKE THAT Here’s 10 bucks and my renewal card. Keep up the good work for another year.

In your letters, I have noted complaints about Peterson Publishing Co. who put out Sea and Pacific Skipper. They haven’t yet adjusted my subscription for the duplicatation that occurred when Pacific Skipper took over American Boating Illustrated in early 1979. I even have a letter from them dated September 1979 saying that they will do so! I wonder if they are trying to pad their circulation figures with all the duplicate subscriptions from their mergers?

1 vote for your staying with newsprint and your present format — just do more of what you are doing so well. How about more articles on equipment — what really holds up in service?

Wheaton Smith * Palo Alto

COVERS OF ALL TYPES DRIVE IN BOAT COVERS? ASK-(415)

459-2666

Wheaton — We're just finalizing plans for equipment evaluation, to include things like Loran, Sat.

Nav..

windvanes, windlasses,

knotmeters. depthsounders, and the like. Stay tuned.

WE REPAIR THEM, TOO

I I MAST ABEAM Regarding Steven Luengen’s letter stating that the wrong constant page 27

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The Golden Wave 42

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has now arrived on the west coast Specifications & Equipment Kenyon aluminum spars, spinnaker pole Barient winches: 2x32 Primary , ' 2x26 Secondary 25 Jib halyard 22 Mainsheet 21 Main halyard 18 Baby stay/topping lift 21 Reefing & second jib halyard 18 Foreguy Navtec rod rigging, turnbuckles & integral backstay adjuster Samson yacht braid sheets Yacht Specialties wheel steering system Goiot aluminum toe rail & fairleads Schaefer blocks & hardware Mariner mainsheet traveler Teak decks All teak interior, satin finish ^ Perkins 4.108 w/2:l Walter V-drive w/Radice folding propeller Welded s/s bow & stern pulpits Hot & cold pressure water w/6 gal. hot water heater Raritan 20 amp. battery charger Shore power receptacle Holding tank w/deck pumpout fitting 120 U.S. gal. of water & 50 U.S. gal. of diesel fuel Double lifelines w/opening gates port & starboard Stainless steel stem fitting w/stainless steel bow rollers All through-hull fittings bonded to stern tube Emergency tiller steering system International navigation lights One each hand & electric bilge pump for bilge/pump Raritan manual head Main sail, 130% genoa, jib bag & mainsail cover by DeWitt Sails Specifications subject to change without notice

.

Feel the response of a thoroughbred

Sail-A-Way Package Registration (California) Fire Extinguisher, B-l, 3 each Horn, power operated, Freon, Danforth 4” chrome Fog bell, brass “Discharge of Oil Prohibited” placard Life jackets, type I, adult, 6 each Ring life buoy, 24”, white Anchor, Danforth, 40-S Anchor line, nylon, 5/8”, 150-ft.

Chain, anchor, 3/8” proof coil, 15-ft. swivel, shackle, thimble Fender, pneumatic, PAR, 8”x20”, 2 each Mooring lines, made-up, 1/2” nylon, 20-ft., 2 each Compass, Ritchie, 5”, polished stainless steel Set of distress signals

This state-of-the-art racer/cruiser is available for inspection at our docks in Brickyard Cove Marina, and will be featured at the San Francisco Bay ln-The-Water Boat Show, April 3-12 at Mariner Square in Alameda.

A Britton Chance-designed Golden Wave 48 will be introduced Mid-Summer 1981. This yacht is built and equipped to the same high standards as the Golden Wave 42. Ride the GQlden Wave and you’ll feel proud of her, whether you’re accepting the silver trophy or cruising those faraway places. Call our offices for further information. ‘ '

Wind Circle Sailing Yachts, Inc., 1210 Brickyard Cove Rd., Pt. Richmond, CA 94801 (415) 254-1154

J

LETTERS

l

was used in my article on mast design in your January issue, we are technically both wrong! However, Steven’s assumption that the bottom of a through-the-deck stepped mast is a fixed joint would only be true if the mast could not bend between the step and the deck (as if the inside oi the boat were filled with cement). Actual compression members are seldomly truely pinned or completely fixed against the rotation at the ends. Because of the uncertainty regarding the fixity of the ends, columns are often assumed to be pin-ended. This procedure I use and, although conservative, is proper for mast design.

Bob Smith Naval Architect Larkspur

□ FUN FOR THE LADIES The March 7 “Ladies Race” put on by the Golden Gate Yacht Club brought out for all to see a brilliant collection of small male minds.

Big egos, jealousies, petty politics, power plays were all in dazzling display. The new Sail Fleet Captain (SFC) attempted to put on a race that would “be fun for the ‘ladies’,” he said, but basically he seemed to feel that “ladies” and boats were a dangerous combination, and he provided for supposedly able “gentlemen” to accompany the “ladies”, although the ladies were permitted to helm the boat — up to a point which would be determined by the dominate male on the boat.

Unfortunately, several of the former SFC’s, who certainly were not “gentlemen”, and not very able, either, sought to and succeeded in subverting the race and making a mockery of the rules — and the “ladies”.

They started off early by refusing to sail past the correct side of Anita Rock (specific instructions were given in the skippers’ meeting before the race) en route to mark 16. We hailed them, informed them of their violation, and hoisted a protest flag. They stated that they had no intention of passing the mark correctly.

The winds were light and the tide was strong, so the progress of the race was slow. As the boats approached mark 6, the present SFC (and member of the Race Committee) hailed the other boats (all were close enough to pass on the word) and told them to shorten the race and to finish after the first rounding of 6 so that the group could get back to the club at a reasonable time for the barbecue that was an integral part of the day’s activities. Did he get any cooperation from the R. C. at the club? Hell no! The boats that finished per the SFC’s instructions (all but one) found they had been disqualified. The one boat (with radio communication with the R. C.) continued on — 1 wonder why? This by no coincidence was the same boat that earlier had violated the rules relating to passing Anita Rock.

The self-styled “sailing consultant” onboard this yacht (which was so far behind that it was not in contention for any awards) later claimed that this offending yacht did a 720° turn just before the race was officially (and conveniently) shortened by the R. C., and that this exonerated the failure to properly pass a mark.

It’s too bad this “expert” didn’t bother to read the 1977 USYRU rules which clearly state that the 720° turn alternative penalty is for infringements of the rules in Section IV — Right of Way Rules.

Failure to properly pass a mark is an unquestioned violation of rule 51.2, part of Section V. To add insult to injury (and more violations), the “sailing consultant”, a member of the R. C., then took part in rendering a decision on the rules so that the boat on which he sailed, in spite of the violapage 31

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Minature spotlight bult is reflectorized to provide bright light for reading. Similar to airline reading lights. Adjustable brass swivel, oiled teak base. 4‘/S” long, 2Vi” wide, 4” deep.

n

#844 High-Intensity Swivel Light — White

WHISKER/SPINNAKER POLES The Nicro adjust. whisker/spinnaker pole has the following advantages: ★ Positive locking mechanism withstands compression loads w/out slipping. ★ Can be easily locked or unlocked by a quarter turn of the pole. ★ I.B. ends combine light weight w/the strength required to withstand rough usage & sudden loads. ★ Positive latching mechanism is easy to operate. ★ Lightweight, high-strength, glass-filled nylon ends mtd. on clear anodized aluminum tubing. ★ Adjust. 2-section Whisker pole has spike on one end & self-latching hook on other. Adjustable from 6’-12*. Tubing is 1 /a” O.D. & 1-1/8” O.D. NF 10073 pad eye incl.

NF 10070 $44.00 Same as above except with self-latching hook on both ends.

NF 10071 $49.50

$19.25 $24.75

■* #850

Adjustable Cabin Light 3 ” vent $14.88

4 ” vent $19.88

Hook/Spike pole $33.95

Hook/Hook pole $37.95

Contemporary styling and compact size make this an ideal bunk or cabin light. High intensity reflectorized bulb. 12-volt.

Molded in rugged polycarbonate. Vertically adjust. Color: white. 2Va” dia. base, 3” deep.

#850 Adjustable Cabin Light.

ONLY $21.45

Usually $29.95

12 gpm rnax.

Hose Size: Price: Model: Capacity: Hose Size: Price: LxWxH:

VHF/RM RADIOTELEPHONE

#144

Capacity:

1-1/8” l.D. $36.99 #145 16 gpm max.

V/i" l.D. $42.99

v

15”x6-3/8”x5” with handle

With Two-Position Threaded Handle. (vertical or horizontal)

#145

$27.69

THE CORINTHIAN S200DL DEPTHSOUNDER The Corinthian S209DL matches a new liquid crystal display w/time proven electronics. The power drain is 20 milliamps without backlighting; the daylight readout is exceptionally clear; & night backlighting is a quiet red.

The S200DL can precisely measure depths from between 2.5 and 200-ft., reading out in tenths in the critical range below 10-ft. A front panel switch activates an audible alarm which sounds at either 4-ft. or 8-ft. A waterproof front housing flush mounts to the bulkhead through a 4” aperture, w/either a matte black or brushed aluminum bezel.

Datamafiqe

Retail: $425.00

#844 ►

SAIL MAINTENANCE KIT

AF-6 MKI1 HAND-HELD Mdl.:

$23.79

With White Cycolac Snap-in Deck Plates 3” (76mm) dia.

434” (120mm) high NF 10883 4” (102mm) dia.

5Vi” (152mm)high NF 10884

ONLY $19.95

APELCO

^srule

#144

ECONOMY ALL WHITE LOW PROFILE VENTILATORS

Usually $27.95

()ur Price: $339.00

The ideal solution for boats w/no power supply. Provides the safety & convenience of VHF communications in one self-contained, compact unit.

For ship-lo-ship, ship-to-launch, dinghy or tender, lifeboats & ship-toshore use. Small in size. Big in features, reliability, & performance. ★ Compact — 8.5”(h)x3.5”(w)xl.75”(d) ★ Lightweight — 2.2 lbs. w/optional Nicad power pack. ★ Convenient — operates on 8 AA penlight batteries, opt’l Nicad power pack, or 12VDC external power. ★ 6 chi. capability — crystals for ch. 6 & 16 supplied.

DAVIS

First of It’s Kind on the Market H.A. CALAHAN’S SAIL MAINTENANCE KIT combines FOAMING SAIL CLEANER, SAIL BATH, & SAIL BLEACH to allow sailors the flexibility to tackle virtually any sail cleaning task. For small annoying stains use FOAMING SAIL CLEANER. For general cleaning & salt removal use SAIL BATH. For tough brightening jobs use SAIL BLEACH. All 3 are effective on a wide range of oil, grease & dirt stains, yet are safe on synthetic sailcloth.

»8H

Normally $329.00

$10.75

$13.95

Our Special $239.95

8oatUF£ TEAK BRITE® Kreme Cleaner One-Step 6.50

5.01

BOAT CLEANER 4.95

3.81 TEAK BRITE® SEALER (Teak Oil) 6.95

5.36

OUTBOARD MOTOR BRACKET Made of tough alloy lightweight anodized aluminum with stainless springs and stainless bolts. ★ Simple device to lock motor in either up or down position. * Spring loaded for easy operation * Waterproof laminated mounting board. ★ High tensile non- / corrosive aluminum aircraft bolts at pivot points. ★ 18-8\ stainless steel mounting bolts, & instructions included. ★ No parts to rust. ★ Model 71041 over 7*/2 to 20 h.p. — 1114” vert, travel — 2” mtg. board.

j

Retail: $87.00

THIS MONTH

I/''

ONLY $67.11

EXPERTISE FOR EVERY SAILOR For the new boat owner, prospective buyer, cruiser or racing skipper.

Performance Sailing is a new concept in boat performance evaluation.

On your boat, with you aboard under actual sailing conditions, an expert will conduct a survey of your boat's performance and systems. Your consultant will answer questions, solve problems and demonstrate techniques which will help you achieve maximum performance with confidence and safety.

Following the sailing survey, the data collected will be evaluated and a full written report will be prepared

for you disclosing problems and recommending solutions.

Performance Sailing is unique to the sailing world. Our product is expertise, and we will guarantee improved sailing performance on your boat. If you think you might benefit from our services, give me a call and we can discuss your particular situation. (415) 333-9432

Ben I Choate III, Sailing Master

THE SHAPE OF THINGS TO COME

...

The Freedom 33 is no ordinary sailboat, a cat rigged ketch with unstayed carbon fiber masts and wishbone rig. With remarkable sailing qualities, ease of handling & speedy as well, she is the perfect combination for the performance cruising couple.

Both the Freedom 33 & the Freedom 40 are on display at the San Francisco InThe-Water Boat Show, April 3-12.

Bbvb DOLPHIN I Vl|^ YACHTS I nvi ■ 1 ^ BLUE v IfVM

DEALERS FOR (SAIL) Freedom Gulfstar Downeaster DEALERS FOR (POWER) Gulfstar Bluewater Californian Island Gypsy —

*

★ 27’ ★ 27’ ★ 27’ 29’ 30’ ★ 30' 30’ 32’ ★ 34’ ★ 35’

BALLENA BAY ALAMEDA (415) 865-5353

—

Selected Brokerage Listings Ericson, 1976, Chrysler o.b.$21,000 Ericson, 1973, i.b.25,500 Ericson, 1976, Atomic 4.25,900 Lancer,'1980, Yanmar diesel.39,000 Ericson, 1980, Universal diesel. . .55,000 S2, ’78, aft ckpt., Yanmar diesel.55,000 Ballad, 1978, Volvo diesel.31,000 Islander, 1977, owner will finance52,000 Coronado, ’69, owner will finance35,900 Fuji, 1975, ketch, loaded..75,000

★ 36’ Cheoy Lee Clipper, 1969, ketch, diesel .51,000 ★ 36’ Columbia, 1973, extensive inventory .'... 49,000 37’ Rat'iki, 1977, cutter ultimate cruiser . 78,500 39’ Ingrid, 1979, ketch, wood.55,500

—

—

—

—

—

Selected Brokerage — Con’t.

40’ Anacapa, 1965, inside steering, tri-cabin .

69,500

★ 40’ Challenger, 1972, sloop rig, ex. value .. 79,000 41’ Challenger, 1975, ketch, liveaboard . 105,000

We are fortunate to have two beautiful Gulfstar 37’s which have been traded in to us by customers buying larger Gulfstars.

One is in our Newport Beach location and one at Ballena Bay. They are 1979 and 1980 models and are in “like new” condition. We are asking $84,500 for the Southern California boat and $94,500 for the Northern California boat. Call us for further information.

45’ Downeast, 1978, schooner, loaded . 174,000 47’ Caribe, ’80, charter vessel, HI. .159,000 47’ Caribe, 1978, Perry-design, ready to go . 125,000 48’ Alden, 1938, cutter rig, owner finance .;.. 69,500

55’ Fellows & Stewart, ’40, ketch, beautiful . 197,500

60’ Burger, ’51, the famous “Sonic”200/000

★ Located at Ballena Bay

/

LETTERS tion of rule 51.2, was declared the winner! This is a clear violation of rule 75.1!

If the face had been considered ended as directed by the SFC, our Santana 22, Dupper, would have been the unquestioned winner.

We finished less than one minute behind the J-24 that crossed the finish line first. With our handicap of 252 (246 4- 6), no boats were near us in adjusted time. A feat we three women accomplished with no male assistance.

To be fair to all, no winner should have been declared in this "race”, because it wasn’t a race, it was a farce at the expense of the women entered.

Thanks fellows, for your poor sportsmanship and gross violation of USYRU’s fundamental Rule — “A yacht shall participate in a race or series of races in an event on/y by fair sailing . . .” You set a great example for us of how NOT to race.

Ever hear of the Golden Rule? Check it out sometime.

Germaine Long Skipper, Yacht Dupper Germaine — We weren’t present to judge but from your remarks and that of another member of your crew, your indignation would seem to be righteous.

Lawd knows normal races have enough problems before they even become ladies races. Events specifically for women have a long history of being the scene of confusion and anger. We suspect the problem stems from the fact that many folks still believe — and this includes men and women — that few, if any, women are competent to handle a boat. If you enter a race where that is the premise — and it’s usually a dead giveaway when men are on the boats as ‘advisors’ — you shouldn’t be surprised if you’re not taken seriously as a sailor.

We think the best course of action is to strongly register your dissatisfaction, as you have done, and investigate the reputation of ladies races before becoming a party to them. Meantime, keep on dupping!

□ ONCE IN A LIFETIME OPPORTUNITY It is not often that I have the opportunity or desire to “Nit Pick" your publication. As a very media conscious member of the boating industry, I believe Latitude 38 to be far and away the best marine publication around . Most of the others should be relegated to soaking up bilge oil or lining cat litter trays.

In your March issue, however, I did spot an error that should probably be corrected. With reference to the article on “THE ALASKAN EAGLE”, entering the Whitbread’s Race, 1 must confess that I have never seen a Swan 65 that was built in Holland or of aluminum. A Swan 65 Sayula won the first Whitbread’s race, but that one was built of fiberglass ii} Finland by Nautor.

A boat called Flyer won the last Whitbread’s race. She was indeed aluminum, built in Holland by Huismon-Vollenhoue. Her Captain was Cornelius von Reitschoten.

End of “Nit Pick”. Be his boat Dutch or Finnish, I am delighted to see an American entry in this prestigious race and wish Mr. Bergt and his crew every success.

Joe Rineharty Marina del Rey Joe _ You’re right, an Eagle is not a Swan. Mr. Bergt, not having time to build a new boat, purchased Flyer and is having her completely rebuilt as a sloop. Reitschoten is having a new boat built for page 35

2517 BLANDING AVENUE at stone boat yard ALAMEDA, CA 94501 mark heckman (415) 521-7755

LANCER YACHTS CHEOY LEE 44 Aft Cockpit Ketch. One of the finest cruising boats available.

Robert Perry-designed, aft cabin, two heads, 3 pages of factory up-grading. Saila-way equipped. List, price: $145,000. Now big savings on this 1980 mode! .

LANCER 36 Racer/Cruiser. A development of the Bill Lee TransPac winner "Chutzpah(\ Cruising interior, refrig., shower, full elec., teak. Loaded & ready to sail-a-way — the last 1981 mdl. avail, at ’80 prices — New List: $73,005. .Save $5,000 on this boat. 12.5% financing avail.! WE WILL NOT BE UNDER CHKOY LEE 35 Sloop. Robert Perry-design.^Exceptional performance & load¬

SOLD ON LANCER!!

ed with creature comforts. If you are looking for a cruising boat in this size, consider going first class — List Price: $78,600, well-equipped, Sail-A-Way.

Wm

.<

LANCER 44 High Performance M.S. Powers at up to 15 knots. First in Class in Ensenada Yacht Race. All sail handling from inside helm position, & full width owner’s cabin with a queen size berth. 12.5% financing avail. At our docks.

CHKOY LEE 41 Ketch. One of the most successful boats on the market today.

Fast & comfortable, this one is completely teak paneled inside & loaded with Cheoy Lee extras. Available in April.

$185,000 list. Big savings on this boat. WE WILL NOT BE UNDERSOLD ON LANCER!!

BROKERAGE 1, vv ■v„£ggwM

FORMOSA 46 Semi-Custom. Long range cruising cutler. Rugged, comfortable CHEOY LEE 44 Mid-Cockpit. This is the one you’ve been waiting for! Robert Perry-design & Cheoy Lee quality in state-of-the-art cruising, comfort & perfor¬

& capable. Teak decks & all teak panelling. Two self-contained private cabins with shower & lots of tankage. Priced to sell novf — $89,500.

OTHER LISTINGS

mance. One boat available for May delivery.

Jack Barr Glenn Pollock Norm Stevens

28’ Islander

$33,500

30’ Sparkman & Stephens

$25,000

30’ Cheoy Lee

$31,500

30’ Golden Gate

$46,500

33’ Morgan 42’ Wilson (New)

175 Loch Lomond San Rafael, CA 94901

$38,800 $129,000

(415) 457-2002

LETTERS the race.

*

I 117.50 FOR A FIVE FOOT LENGTH I recently bought a Ranger 23 — hull number 4.5 — and 1 have a couple of problems that you might be able to help me with, since everybody reads your magazine and the manufacturer sent back a lousy form letter saying they couldn’t help.

The later Rangers have a cover on the sliding hatch. As it is now, the slider rails funnel water right under the hatch and into the cabin.

Where can 1 find a cover, or what have other owners done?

The stock forward hatch doesn’t fit correctly — even with two layers of stripping. Do all the other R-23 hatches fit?

Also, where is a cheap place to buy teak? A large yard in Vallejo (to their credit they said they didn’t usually sell retail) wanted $17.50 for a five-foot length of 1" x 2”.

Also, I’d like to mention a serious hazard to navigation just below the draw bridge in Petaluma. Our puny horn wouldn’t punch through the traffic noise the other night, so we tied us to a barge just below the bridge, hoping to crawl over and around a warehouse to alert the tender. Don't try it. The two huge German Shepards put me in muck up to my knees and made me lose a brand new Topsider (I've got a lOViz right I’ll let go for five bucks).

Phil Burton St. Helena ’

/

Phil — We’d suggest you call K/tty James at the YRA office to get

OPENING DAY ’81 DRAWING 1st PRIZE AM-FM cassette stereo Complete with marine teak & bronze speakers Approximate value — $500.00 t

2nd PRIZE Olin Flare Gun Kit — 25mm $112.00 Value

3rd PRIZE Perko chrome lamp with smoke bell $85.00 value

the number of the Ranger 23 Association. If anybody knows the answer to your problems, it's the members of your association.

There is no such thing as cheap teak. At least not since the Taiwanese stopped shipping their boats over on cradles made of the

4th—10th PRIZES $20.00 gift certificates

stuff Handloggers in Sausalito is the only place we know offhand that sells teak, but there are others around the bay area.

I I CLEARING THE PORT SONOMA WATERS Normally I would ignore a “Name Withheld” or “Anonymous” letter very quickly as the writer must not have the courage of his convictions else why not sign? However, in all fairness to your fine magazine, which gave us a muchly appreciated write-up in your February issue I would like to answer the letter printed in your March issue. First, to correct a couple of errors in the article, Bill Boland is the President-Owner of Shellmaker and, although at the time of the request for information the berthing fees were $2.75 per foot, they have since escalated to $3.25 as of 1 March 1981.

Regarding the silting problem, it would not make good sense for anyone to think or believe that Shellmaker has been ignoring the problem thinking it would go away. Anyone coming into our marina for the past year and a half has done so with full knowledge of our situation. We have apprised would-be tenants of the facts and it has been their decision to come in or not with no time limits set as to when dredging would be done. The developer of a marina being a dreding firm does not necessarily guarantee that the marina can be dredged just any old time. It is an expensive process and many factors have to be considered; primarily, permits with all the obstacles that can be placed all and sundry, efficient equipment, etc. In fact, none of the dredges originally owned by Shellmaker could go into a small marina and, with any efficiency, dredge under the docks. Therefore Shellmaker, at considerable expense, is now in the completion state of building a new dredge, “Turnabout ”, which was designed by Shellmaker personnel for marina dredging exclusively. No one could page 37

Come into our store and fill out one of our valuable coupons Drawing to be made April 26, 1981 You need not be present to win

APRIL SPECIALS Selected International Marine Wear float coats and foul weather gear — LESS 40% Once a year savings on Top-Siders — life jackets — boat cushions — boat fenders — Olin flare kits — stove fuel — sextants — Sesame brass locks .

<

>

STOP IN ON "OPENING DAY" FOR YOUR FREE HELIUM FILLED BALLOONS FOR DECORATING YOUR BOAT

the Nor’West 33 In the continuous tradition of Cruising World Yachts for representing the finest in sailing excellence, comes our newest addition. . the Nor'West 33.

We are proud to represent such a fine yacht, since adding this yacht to our line will help round off our full selection of quality sailing experiences.

The Nor’West 33 is a cruising yacht that incorporates the evolution in boat building technology and material without compromising the refinements that depend on human skills. These are the features that distinguish the Nor'West 33 from mass produced sail boats. These are the features that inspire pride in ownership.

The Nor'West 33 is easy and makes single handed outtings routine. With shrouds placed inboard, there is room on deck for work or sunbathing; and on the bow, the deep anchor locker adds convenience and safety while the fitted anchor roller protects the hull when paying out or hauling anchor chain. Bow and stern pulpits connected by double life lines, eight fully opening ports, and two operating hatches contribute functional value and enhance the classic top side appearance. T^ke a moment at the boat show to view the Nor'West 33, it wilt well be worth the visit.

CURRENT BROKERAGE SAIL

43' Hans Christian, 1979 performance cruiser, features: 9 sails, 14 winches, refrig., spinnaker equipment, all offshore gear. Premiere boat of our entire line! $159,950.

(Sister Ship Shown)

40’ Midshipman, Cheoy Lee, 1975, features: forced air heat, full navigation electronics, customized interior, refrigerator/freeze. Ideal live-aboard/ cruiser. $119,950. y.

98' Luxury Diesel Yacht. Steel construction. A beautiful charter yacht. Seller will consider real estate trade, gems, negotiable securities. $1,200,000.

21’ Wilderness w/trailer.$ 14,950 23' Ranger '73 .* 12,950 24' J-24 1 978 . 16,500 25’ Fox NEW.. 19,950 25' Santana 525 . 14,950 27 O'Day w/diesel 1978. 19,950 27' Sun 1978 ..* 24,495 27' Ericson 1973 . 25,500 27' Cheoy Lee Offshore ’65 . 26,500 29’ Cal 2-29 1974 . 30,000 29’ Columbia 8.7 '76.2 from 33,000 29'Lancer 1980. 36,000 30' Cape Dory 1977 Ketch. 38,500 30' Wilderness-custom ’80 . 47,900 32' Islander 1977 . 51,995 33' Angleman Ketch 1961 . 62,500 34' Cal 3-34 1978 . 51,000 35' Cheoy Lee 1979.

79,950 37' Mason NEW . 69,950 38'Downeast 1975. 75,000 40' Cheoy Lee Midshipman 1975 . 119,950 41' Morgan O.l.2 from 109,950 43' Hans Christian 1979 . 159,950 44'Cheoy Lee-loaded-1974 . 159,950 45' Explorer '79.2 from 110,000 45' Coronado 1974 . 86,500 46' Ferro Ketch 1978.

175,000 49' Harlog Ketch .,. 110,000 41' Formosa.

82,000 44' Sea Woll Ketch . .. 115,950

37' Mason, thisisouronlyone left. Priced for a quick sale, $25,000 below market! Now only! $69,950

I ; 37' |rwin. Features |ft cabin. Better than new.

Replacement value would be over $100,000. Only $89,000.

(Sister Ship Shown)

POWER 18' Kona Jet. $ 5,200 24' Tollycraft. 15,950 30’ Sea Ray Sedan F-B ’78 . 57,000 36' Grand Banks. 105,000 41' Matthews 1954 . 60,000 44' Trojan 1979 . 255,000 44' Pacemaker Motor Yacht '66 . . 175,000, 46 Chris Craft .

75,000 48' Chris Craft 1951. 74,500 49' Alaskan Trawler. 205,000 57' Chris Craft 1970. 175,000 60' Stephens Cruiser. 175,000 61' Stephens Cruiser.225,000 65' Norris Comm. Fish & Charter 1978 425,000 67'Golden Meadow Trawler. 149,950 98' Luxury Diesel Yacty. 1,200,000

Partial List of Brokerage Yachts

44' Trojan Fjybridge Motor Yacht. Seller buying a larger yacht Price reduced for quick sale Yacht is loaded $255,000.

Sam Brooks, Yacht Broker

Ask for one of our sales representatives; Cindy Lawson, Jack Coons. Susanne Kirkham

• Fox • B/J • Heins Christian • Mason 37 • Wilderness • Nor’West • Dover Dory

Cruisipg World Yachts Roger & Barbara Wales

representatives for

i|ans Christian Yachts ®

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

CRUISING PHILOSOPHY

Our boats are very much a part of our philosophy at Mor’Sea Yachts. Specifically, our boats are built to uncompromised standards by people who care what their product looks like and how well it works. Further, these boats are t designed by sailors who understand and love the sea.

BABA 30

The designers, Lyle Hess and Robert Perry, are well-aware of what their boats must face as you cross any ocean. Yet they also know what it has to be when you want a warm, comfortable home to entertain your friends. /

Designed by Robert H. Pern

These boats have taken their owners to many of the most beautiful spots in the world — how about you?

If your future plans include coastal or world cruising, then your shopping process would most certainly include a very close inspection of these yachts. Our Sausalito office encourages you to make your own judgment about these boats anytime (evenings by appointment). Or if you have very experienced cruising friends, ask them.for their opinion.

FLYING DUTCHMAN 35 t.

And don’t let the traditional look of our cruising boats deceive you. Modern fiberglass designs blend the old-world traditional topsides with underwater technology that provides great performance.

We re the Cruising Specialists at

NOR’SEA YACHTS (415) 332-5181 108 Caledonia Street Saus^lito, CA 94965

The Alameda Boat Show, April 3-12 is an excellent place to compare quality and design. We’ll be there daily hoping you’ll give us the chance to put our reputation where our mouth is.

Full Brokerage — Dealers for: Falmouth, Nor’Sea P.H. 26, Nor’Sea 27, Baba 30, Flying Dutchman 35, Panda 40

FEATURE OF THE MONTH

See Me at the S.F. In-The-Water Boat Show, Apr. 3-12

See Me at the S.F. In-The-Water Boat Show, Apr. 3-12

MAJOR DIMENSIONS LOA 41V OWl 31'5 W" SEAM 1V4" DRAFT 3'10' DISPLACEMENT 19,200 LBS BALLAST 6.000 LBS. SAIL AREA 742.1 FT* WETTED SURFACE 361,7 FT?

HINKLEY BERMUDA 40 VIKING 42 v Motorsailer Unique inside outside steering stations. 2 staterooms, unbelieveably equipped.

One of the Finest and Most Famous designs built by Hinkley of Maine. This is one of the few Hinkleys on the-West Coast. Too much equipment to list.

This boat is seriously for sale.

TIBURON 44 Designed for the discriminating cruising yachtsman, owner’s change of plans forces sale of this new boat immediately. Trade: boats or real estate.

$115,000

Call Stuart

Sail-A-Way Equipped $97,000

332-2940 1000 Bridgeway

GRAND BANKS TRAWLER — One of the finest trawlers. Fully equip., dsl. power, fully-found, ready lo go — unique financing. $52,000/offers Call Ed

ISLANDER 36 — Very popular, well-equip., ’75 boat.

Full electronics in great shape — a real bargain. $50,000

WESTSAIL 42 — "Nibor". Anxious seller. Owner financing available. $105,000.

Sausalito, California

MULTIPLE LISTING BROKER

28’ 28’ 28’ 29’ 29’ 34’ 35’ 36’ 37’ 37’ 40’ 40’ 40’ 41’ 41’ 41’ 43’ 44’ 45’ 48’ 48’ 48’ 48’ 50’ 50’ 55’ 55’ 55’ 60’

- SELECTED BROKERAGE Triton, full race.

Islander.

Lancer, 1979.

C&C.!-...........

Lancer, like new, dsl.

Friendship sloop, classic.

Hans Christian.2 Ericson, race equipped Herrshoff.

Gulfstar, cruise equipped.

Esprit.2 f Cal. Atkin Cutter, aft cabin.

Challenger..

Bounty II. Ericson.

Peterson 2-Ton Sloop Westsail.

Peterson.

S & S 2-Ton. Alden.

Mapleleaf. 2 f Parker Sloop, wood Devries Motorsailer, steel Columbia, custom.

Lapworth.

Islander (Tahiti vef).

Schock cruising ketch.

Islander, Tahiti vet.

Rhodes yawl, by Burger.

SWAN 441 — Highest quality avail. Well-equip R.Holland-design, racer/cruiser, one yr. old & avail at $100,000 below replace. other Swans avail.

XL 100 — Unique 35-fter. w/room of 45 ft. Cust int'r. design for luxury comfort. Made of rare antiques — must see for the live-aboard. WOW — $79,500

WESTSAIL 32 — 1976 This fine cruiser needs a new home. Fully equip, for extended cruising. Several to chose from. $55,000 (Sistershlp)_

LETTERS

✓ *

10% SAVINGS 1

be more anxious to have this project over and done with than we, but what started out as a 90 day project has extended for almost 10 months with parts, materials and supplies not being deliverable on time.

Our latest hang-up has been pipe that was to be delivered quite some time ago still has not cleared through customs at the time of this writing. When this dredge does start working it will be on a 24-hour day basis and will not stop until depths have been reached. After that maintenance dredging will be done on a regular basis.

The soap dispensers in the restrooms were an architectual oversight which will be corrected and if someone will tell us what a ‘female tiding receptacle’ is. I’m sure that problem, if it is one, can be corrected also.

Lastly, we would like to take this opportunity to thank the majority

Jib Reefing and Furling System For CareFree Cruising.

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.

This Special Offer Available Through

of our tenants who have come, to talk personally with management about the various problems in the marina rather than take snide public pot-shots at a facility which is trying hard to become one of the best around. Most of you have been so great and understanding, realizing that a new marina also has a shakedown period as well as most boats.

Betty Krambs Manager Port Sonoma Marina Betty — Thanks for your explanation. Now if somebody could on¬

BAY YACHT SERVICE fine yacht commissioning 3030 bridgeway sausalito ca.94965 (415)332 4949

ly explain this ‘female tiding receptacle', we'd have a handle on the entire situation.

□ AND HI-C MAKES EIGHT We’re building a boat to “Sail the Seven Seas” — just where in hell are “THE” 7 SEAS???! Looking at a world map or globe we see many, many seas — which are “The Seven”??? Let’s hear it from “the troops”, let the sailors lie and the bullshit fly!!

Waiting in a sea of confusion. Serious!!

Leon & Lil Laramie Pete’s Harbor, Redwood City P.S. — Love your mag!!, but things are ruff here in R.C., so until ‘Ol Ronney Babe’ gets the budget balanced, could you guys perforate the pages differently, which would give us ‘poh folks’ a little more milage in the end!!??

Leon & Lil — The ‘Seven Seas’ are really oceans; the Artie. Antartic, North Atlantic, South Atlantic, North Pacific. South Pacific and Indian. In reality the ‘Seven Seas’ refers to all the waters of the earth.

□ SANTANA 22 SOLUTION I’m buying a bigger boat, and sat down to compose a classified ad for my old one, when 1 remembered a long forgotten resolution. 1 once promised myself that I would ask you to publish a message to the many Santana 22 owners in the area, in hopes that some of them might be spared an extremely disheartening experience.

Over a year ago, while sailing near Pt. Reyes, the mast of my Santana folded in half and fell into the sea. It was no windier or rougher than it sometimes is on the bay in summer, and we were sailing conservatively, with a deeply reefed main and small jib; nevertheless a lower shroud parted just at the top of the swage fitting.

I soon learned that I was not the only one around with a long face.

There was an epidemic of Santana 22 mast losses, and nearly all

slitter sails

were due to the failure of a lower shroud, or of its attendant swage, turnbuckle, or chainplate. Steve Seal, who sold me a new rig, said he page 41

Harbor Drive, Sausalito, CA 94965 (415) 332-2510

All-Weather Resists Snow, Sleet, Rain, Sand, Dust

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LETTERS

/---

1894 Was A Very Good Year

had already replaced over twenty-five Santana 22 masts, and I’m sure there have been quite a few more since then — I’ve seen two cases on my dock alone. People who race their boats are well aware of the problem, in fact the class association recently legalized a larger size wire for lower shrouds, but an awful lot of boats used for cruising and daysailing will be afflicted in the near future if their rigging is not upgraded pronto.

Steve Seal has written an article analyzing the causes and solutions of the problem in detail, and will send a copy to anyone who wants one. I strongly urge anyone with a Santana 22 which still has the original rigging to cali Steve soon at (415) 521-7730.

But please don’t get the wrong impression of the boat. It still deserves it’s terrific reputation. Most Santanas are 12-14 years old by now, and no one says that standing rigging should last that long anyway. We sailed our boat (with new chainplates and standing rigging, of course) on a harbor-hopping cruise down the coast to the Channel Islands and L.A. last May, and although it was a pretty windy month the boat performed beautifully, giving us some very exciting sailing without ever making us feel insecure.

John Dilworth Berkeley John — Thanks for the constructive advice on the Santana 22.

VJe’ve read the article you enclosed by Steve Seal, and it appears he’s on top of both the problem and the solution. For folks who don’t know, Steve Seal has an excellent record over the years of rigging small sailboats.

□ SEND AMTRAK A CLEANING BILL I’ve waited for my renewal notice to arrive before writing you, because I thought you might overlook it, and I didn’t want to tip you off. Now that you’ve sent it, I can quit hoping and write you the story that has waited all these months to be told.

In mid-July, 1980, four friends and I set sail for the Delta on what turned out to be a most enjoyable and, with only one notable exception, an uneventful trip. At one point, I guess at Benicia, we passed under parallel bridges, one for cars, and the other, a drawbridge for trains. On our approach, we noticed the draw section was raised to permit a cargo ship through, and that the San Franicsco-bound Zephyr awaited on the trestle. With the sun on our starboard quarter and the wind over our stern, we rode the flood tide under both bridges, eating up the fish-eye view of the train above.

About one hundred yards later someone remarked: “Captain, I think it’s raining.” At the time I wanted not to seem too skeptical of a trusted crewmember, and in retrospect, I wish he had been right. But after noticing big brown splotches running down the main, I begged to differ with him, saying: “I think a passenger up there failed to refrain from flushing the toilet while the train is not in motion.” As soon as the shit hit the main (so to speak), the thunderstruck crew bailed what seemed like a good portion of the incoming tide all over the sails and deck. We were all so astonished, all we could do was laugh, shake our fists at Amtrak, and sail on.

Grossed out, but undaunted, I might add that when I was traveling south a few weeks ago by train, I went down to the head just as we passed over a trestle; but I don’t think I hit any boats.

Well now I’ve relieved myself of that. Thanks for the opportunity to unload my tale on your pages. Enclosed is ten bucks.

Evan Koch San Francisco page 43

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LETTERS ULITTLE KIDS ON BIG VOYAGES My mate and I are gathering the finances, the fortitude and the knowledge we think we’ll need to buy a cruising boat and see more of this world. We have a three-year old child — who may be five by the time we take off — but still too young to stand watch by himself.

The vast collection of books and magazines available on cruising has been helpful, but apart from brief chapters in the books I’ve seen and almost obvious observations in the four-color slicks, 1 have not found much about sailing with kids. I understand that every child/family/cruising situation is different; I’m not looking for Spock at Sea, but through the experience of others we can learn and apply what seems relevant.

LET US MAKE YOUR DAY Win A Gjanola Dodgedl

Do you know of any good reading material on the subject, or of a network of people that we could cpntact? I perused your Crew List (March ’81) and found no mention of any familial groupings beyond The Couple. All suggestions are appreciated, and, I promise, when we do get underway, i’ll keep in touch and share what we’re learning.

Occasional photographs in your magazine of small, tan sailors tell me that it’s possible to cruise with a wee one. In fact, your publication makes the Great Escape seem possible. For this, we thank you.

Barbara Geisler San Francisco Barbara — People do take their kids cruising with them right from the start. One couple we heard of had their child during an ocean crossing, aided by expert assistance over the ham radio. We know folks who took their six-month old. on a half-trip to Baja, an experience that wasn’t an unqualified success. Then there’s folks like Commodore Tompkins who crossed the Atlantic something like six times before he was four-gears old. So while we do know you can cruise with “wee ones", we can't confirm that it’s something you'd

DRAWING HELD: SATURDAY. MAY 2 1:00 P.M.

want to do.

Hopefully there are readers in the audience with experience of this sort who would be willing to share their opinions. We'll gladly publish any information we receive.

.□SAME VIEW, DIFFERENT PERSPECTIVE I realize that it may be late to give you an opposite view of a letter that was written last month, but here goes anyway. Like most people tell you, you do have a fine magazine and please don’t change it at all. You would end up like so many of the other magazines that have nothing but advertisements and nothing really to do with sailing.

The letter I am talking about is the letter entitled To Liveaboard and not let liveaboard’. I would be willing to bet that these two people, in the two years that they have “lived aboard”, neither had permission to do so, or payed the extra money for the privilege to “liveaboard”. I realize that many people are doing this and I do not think that there is anything wrong with this but it is against the laws of most harbors. Being a person that twice before has tried to “legally” live aboard, I understand what the^problem is, and I would be the first to sign a petition that would let all people that owned a boat live on it if they wanted to. After talking to two “female” harbormasters that 1 know and respect, I found out that these same two people had once before been kicked out of a “liveaboard” for doing the same thing.

PEOPLE, PLEASE UNDERSTAND, IT IS THEIR JOB ... You are breaking the rules, not them. I would like to be living aboard right now, but I will not do it without permission. So rather than diverting your energies to bad-mouthing some person thetf is getting paid to do page 47

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COME SEE ME BEFORE YOU BUY I’ve been in the electronics industry for 20 + years: I can tell you what’s junk, & what’s good, reasonably priced equipment. I’ve been a sailor all my life with extensive experience both racing & cruising. I can help you decide what’s valuable to have on board & what’s excess baggage.

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LETTERS

"S3

r :, "7 ^ j

-/I,

\\-JiV

A a job, why don't you get together with all your illegal “liveaboards” and either get out of these harbors, or start some legal work, or petition to change the rules, I am sure that about 90% of all the sailors in the bay would be willing to sign up, whether they want to live aboard or not. ! he people that I know, legally “liveaboard” and I don’t have to protect their names, I hey don’t like paying the extra money each month, but they don’t have to look over their shoulders all the time to keep out of the eye of the harbormaster. And like you said in the letter, Ever notice how those that give, get.') And if you give good, you’ll generally get good backr'” And if you get bad . . .? I think you got your answer.

at any time ^ WAXfMUM~CWRRENT! OF SL^CK/WATER A Lft

L. K. l.angguth Alameda

I I MISSED THE BOAT Missed your deadline, but thought I’d give it a try anyway. I’m probably a marginal case anyway as my sailing experience has been limited to a small, but at times exciting, amount of bay sailing along with maintenance. The typical case of “he got the boat’’, but my problem was that I didn t stick around long enough to really learn what makes 'bbem tick. I guess that is what I am attempting to do at this point by this late application. For the record. I’m good at grunt work and would like to acquire full maintenance ability along with the sailing. So if anybody is looking for a green worker who enjoys the humor of your publication ★ give them a shot at me. If nothing else, they probably would have a few laughs. Thanks if you can help me, if not III just keep reading Latitude 38 and fantasizing. ★ I must admit it is a rather first-class piece.

Kathy Steele Kathy — If you go around thinking of yourself as a “marginal case" it s no wonder "he got the boat". May we suggest you begin visualizing yourself as a 'potential great' instead? Such an attitude, handled with modesty, will be far more conducive to getting you rides on boats which we all know is far better than being stuck on the beach “reading Latitude ,38 and fantasizing".

The situation is this, you and a bunch of other folks missed the deadline for the Crew List, so there's nothing we can do about that.

Particularly since the late ones got thrown out. But what you can do is go to the do-it-yourself boatyards in your area and walk up to folks and be honest: “I’m looking to crew on a sailboat. I’m inexperienced / but eager to learn and would be willing to help on maintenance. Do you know anybody who needs crew?" You'll be surprised at the responses you get.

I I‘FOUL’ WEATHER GEAR IS RIGHT! In light of recent discussions and articles regarding foul weather gear, you might be interested in publishing a letter on the same subject that I sent to Land’s End regarding their foul weather gear.

Many of us are very tired of expensive gear that does not meet the advertising claims, but it is very inconvenient to return products for refund or replacement (it took four months for Land’s End to replace the first set that was defective.) I also object to misleading articles on such subjects which give glowing reports of the gear and would not dare to state that it does not keep the water out. Such a “support your advertisers’’ article recently appeared in one of the color-glossy magazines.

I have not yet decided on which foul weather gear I will purchase but it will not be Land’s End or Atlantis. I am considering the Line 7, page SI

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LETTERS

ARCO USA

Henry Lloyd, or possibly making it myself.

Pat Zajac Alameda ^ Thank you for sending the replacement set of Rain Gear. You might like to know the results of my first use of this foul weather gear. Last Sunday we had a Midwinter race and had light rains but fair winds with no chop or seas, in only about four hours of intermittent drizzle, I was soaked. Both the pants and jacket let the rain in through the fabric.

I am mentioning this not as a complaint as such, but more for your information. Following the race, the crew had quite a discussion regarding foul weather gear. We were all very wet; two of us had Land's End and the rest had Atlantis gear (not the Gortex, which I understand is useless.) There was little difference. We all felt it was too inconvenient to keep complaining and returning gear to the companies, and that the problem is one which is inherent in the design of the fabric: it is not waterproof.

For an afternoon race or cruise on the San Francisco Bay, we do not mind being a bit wet. And the gear does offer some protection agaist the chilling effects of the wind. However, for a long weekend or week of ocean racing or cruising, which requires night watches, heavy seas and often bombardment with water, the gear provides little comfort and we will have to look elsewhere for something satisfactory. The European and New Zealand manufacturers seem to take this subject more seriously.

Friends who have Line 7 gear have been very pleased.

1 appreciate your consideration and efforts and simply wish to pass this information on to you.

Pot — From alLfhe feedback we've gotten, selecting foul weather gear is not quite as simple as deciding what color you like and how little money you'd like to spend.

’

Much of the foul weathef'gear is designed only to — or maybe we should say is only suitable for — keeping the occasional stray bit of scud off your body. That’s fine for some types of sailing in some areas. Some bay dinghy sailors, for example, have told us that they like this stuff even though they know they'll be soaked before the afternoon is over. Nevertheless this gear isn’t going to cut it if you want to stay dry in consistent wet weather.

From our experience the only material that will really keep you dry is the ‘garbage-bag’ type stuff used in brands like Line 7. We own Line 7 ourselves and like it, whiGh is not to say it's perfect. Our extra larges have pant legs that are too short and a tight crotch, and the fly

can win you over in just seconds.

That's the time it takes to completely JHrailil disassemble an ARCO USA 0 winch. In that time you will see each part and how it interacts with the others.

Even if engineering is not your forte you can appreciate the sophisticated simplicity of all our component parts.

Look at ARCO USA's: full-shaft roller bearing support; new secure pawl system that keeps parts from being lost overboard when the drum is removed; gearbox and base combined into a single molded unit that eliminates electrolysis and drainage problems. Our larger winches feature a special thrust bearing to support the entire weight of the drum so it can spin freely. □ 2200 Livingston Street Oakland, CA 94606 (415) 532-5230 850 San Antonio Road Palo Alto, CA 94303 (415) 494-6660

was seemingly designed to funnel everything down your leg when you try and take a whizz.

We've yet to find the ideal foul weather gear, but believe there are clearly some inferior brands on the market. We'd suggest you check

200 Gate 5 Road Sausalito, CA 94965 (415) 332-0202

to see what other sailors are wearing br consult with a competent person at a chandlery.

As for advertising copy and editorial articles supporting products, we'd suggest you don’t believe everything you read.

page 53

West Marine Products 42

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West Marine Products page 55

guardian of the golden gate The Point Bonita Lighthouse, guardian of the Golden Gate since 1885.is the last manned lighthouse (see photo) on the California coast. That descripÂŹ tion will end on April 2, however, when the 60,000 candlepower beacon and its vital fogsignal will become totally automatic.

The change will end a long and colorful segment of Californiaâ&#x20AC;&#x2122;s history.

Originally the lighthouse was built high on the rugged highland to make its beacon visible to mariners at great distances, but Point Bonita is one of the con't. on next sightings page

san mateo Coyote Point Flotilla 19 of the Coast Guard Auxiliary will start a class in Boating Safety on Thursday, May 7. The class will be held at the National Guard Amory, 400 N. Humboldt St., San Mateo and starts at 7:30

s.f. in-the-water mariner square 9

ipiili ■■■swT:

SIGHTINGS point bonita — con'L foggiest places in the country and the station has been moved to a rocky point just above the sea and below the fog.

A year after the light was put into service the first fog signal was devised The noisiest device known at the time, an 8 ft.. twenty-four pound army siege cannon was acquired and a retired sergeant named Maloney was charged with firing it every half hour during foggy weather. As the story goes the fog closed in on August 3, 1856 and the sergeant dutifully fired the cannon for the first time. The fog remained for most of the the next sixty-one days and before he was found near exhaustion at the beginning of October he had fired the cannon five hundred fifty-six times, day and night. Maloney quit and the lighthouse went through seven more people in the next nine months.

Two years later the cannon was replaced by a mechanical bell and in 1977 a steam powered fog horn was installed. The fog signal has operated an average of one thousand one hundred thirty-six hours per year over the next eighty-three years of record keeping, with a maximum of two thousand four hundred-eight hours in 1963. After it’s five-man crew departs, the lighthouse will be preserved by the National Recreational Area as a visitors attraction.

— sue row/ey

industry reaction to “user fees” In Sightings last month we mentioned the Reagan Administration’s intention to have yachtsmen and commercial boat owners pay for certain services they receive from the Coast Guard. We anticipated that the various boating interests would scream like banshees, but that hasn’t happened — at least in the case of the National Marine Manufacuturers Association.

Instead of asking to be spared, the NMMA simply wants to make the best of the Administration’s proposal. We thought the organization’s perspective was interesting, and want to share their press release with you: The American boating industry intends to cooperate with the Reagan Administration s economic plan to revitalize the economny, reports Jeff Napier, President of the National Marine Manufacturers Association.

“Rising inflation and interest rates have badly eroded the discretionary purchasing power of our customers in the last five-years,” Napier pointed out.

“This correlates directly with sagging sales in the boating industry. Any program that has potential for improving this situation deserves our support.”

In accepting the Administration’s proposal, which asks boatmen to pay user fees for certain U.S. Coast Guard services, Napier did advance some constructive criticism: — Because it is difficult to segregate the police and safety service functions of the Coast Guard, it seems inevitable that some of the user fees assessed will be used to pay for enforcement which should come from general funds; — Boatmen should be given a, voice in the decision making process to determine which Coast Guard programs are valuable, if programs can be rearranged, conducted to a greater extent by the states, cut back or eliminated;

boating safety p.m.

The course itself is free; books apd other equipment will cost about $13.00. Contact Brian Merrill at 345-6711 or Andy Abbott at 341-6272 for more information.

— That current special taxes and fees already paid by boatmen be utilized expressly for boating safety and law enforcement before any additional user fees are levied; — In the eyes of the boating public, an individual bill for individual service concept is preferred to charging a blanket fee on all registered recreational

boatshow, april 3-12

/

alameda

con’t. on next sightings page -

page 57

SIGHTINGS v\

user fees — con’t. boats; — Optional services for a fee should be considered — for example, a national system of boat titling which would enhance theft prevention and boat financing.

“We would also ask that the Administration recognize the American boater for what he is: a concerned outdoorsman who prefers to recreate on the water and who pays for'his recreation,” Napier added. “The wealthy image of boaters envisioned by cartoonists in The New Yorker’ is a far cry indeed from the the true picture.” Napier cited Association statistics indicating the typical boater is: a taxpayer who has a skilled or semi-skilled job; one who earns $15,000 to $20,000 annually; and his boat most often is a 16-ft. outboard fishing type (which sells for $1,992 new) used regularly to transport the family from on-land cares.

(

ano nuevo race If the season-opening Ano Nuevo Race is any indication, it’s going to be'a slow sailing year. According to Dee Smith, sailing on Randy Parker’s first-tofinish Chasch Mer, “the most exciting thing was that we got to see a baby whale play in the surf neqr Sand Hill Bluff.”

Winds maxed out at about ten knots during the race, and there were many holes. Usually the race is a thirty five-mile beat from Monterey to the Ano Nuevo buoy and a whistling spinnaker run back to Monterey. This year it turned out to be a beat for nearly the entire race, causing Harvey Kilpatrick to remark, “the Race Committee should be congratulated for two well-placed windward marks.” v Besides being chilly, most boats had to endure the indignity of idling just short of the finish line for frustratingly long periods of time. Carl Schumacher's quarter-pounder. Summertime Dream, finished just two and one-half hours behind Chasch Mer to correct out first in the twelve boat IOR fleet and continue her winning ways. Second was George Craemer with Killer Duck, a Wylie 34. Third place is being protested between Bill Erkelen’s Lois Lane and a Chris Corlett-sailed J-36, Griffin. Griffin claims that Lois doesn’t have a proper certificate because some of her crew and gear race behind the after-girth station, v A fine forty-seven boat fleet turned up to race PHRF, a number of them

captain who?

We suppose sailing has finally made it, what with Ted ‘Captain Outrageous’ Turner, as Cutty Sark calls him, appearing on the inside cover of Time magazine’s March 30th issue. From the graphics in the ad you can

it’s 81 — do you know new. Class A went to Homer Lighthall, Jr. in his new 30-ft. New Wave. The boat excelled in the light air and lumpy water to win by a comfortable margin.

Second was Flying Squirrel, Jack Gordon’s Santa Cruz 33; third was Jeff Eisenberg and Rick Moe in their debut with Bullet, their Olson 30. con't. on next sightings page

“Sure it’s my slip.”

Are you sure? After we typeset the letter from Ken & Pat you’ll find in the Letter’s section, we got a report that boat untying was reaching epidemic proportions in other areas

SIGHTINGS EL1NGS and

(OUaVTHEM. Xe«l Turner does lots <>'

t0d.».AndhC.uCcc,ds«th«..

He turned Atlanta sWT»> 1 huo a "Supers, c,tmmumcationssau.in,e

»ml recently founded t*M*

ssfSr won the

vt''

rl,..,Si

sssksms '■ ^SKSrr where his M’ m.t«aereatsfo,c*" u tl Cui'V Sark. And while h*’’" h^iUkdCpwinOuuaKeous hvMmu-,,>,H'’hinoMHe.

T,;d Turner’s vn|«Va,K

ano nuevo — con’t.

Class B honors went to Lester Robinson and the Moore 24, Legs, followed

by Rhum Bbeag, Dan Musker’s surprisingly successful old 24-ft. Islander Bahama. Larry Gardner used his Catalina 27, Cindg, to take third.

The best group battle of the race featured Lois Lane and three new racing threats. Besides Lois there was Absolute 80, Keith McBeth’s new 33-ft., 5,000 lb. Wylie fractional rig with masthead spinnakers; the new J-36, Griffin: and George McCormick’s Mac-Pac, a new Wildnerness 40. Mac-Pac and Griffin crossed the line overlapped, Absolute 80 trailed Lois by about a minute.

But concensus race honors went to Monterey Bay native Homer Lighthall, Jr. and New Waue, winners of PHRF A. The boat is Homer’s own design and was built by Lighthall Marine, which he owns in partnership with Maurya Malloy. New Waue was launched — minus gear — a week before the race and competitors were shocked to see that she’d been put together in time to hit the starting line.

But New Wave was ready and came equipped with six strong helmsmen: Zan Drejes, Will Bayliss, Bob Andrews, Mark Sims, Maurya, and Homer.

Homer figures they won the race because “we did everything right,” and because they had helmsmen lined up like batters on a baseball team. “We changed drivers every fifteen minutes and the last guy would move up to first man on the weather rail.”

Homer has been sailing about ten-years: dinghies, a Santana 22 in Hawaii, a Santana 22 in Santa Cruz, and then a Santa Cruz 27, Homerun, which he sailed to third in the last Ano Nuevo Race. Starting five-years ago he put in a three-year stint working for Bill Lee, doing a lot of work on Merlin, and learning how to glass, do finish work, and fairing.

New Wave was conceived in 1978 to be a two-person “sweet sailer” to take back to' Hawaii. Modifications evolved as it took time to accumulate the money to build the boat, but she’s still fits her original conception. “She’s not squirrely, there’s nothing tricky,” says Homer, and she comes with finished cruising layout with a “real” mahogany chart table.

Lighthall Marine started out doing fiberglass repairs and subcontracting rudders for Bill Lee, Pacific Boats, and North Coast Boats. A year ago they did pulling boats, and as of May 1, New Waue will be hauled out so they can take a mold of her and start a production boat. Good luck!

homer lighthall

tell that Ted’s ‘into’ satellites, television, baseball, but judging from the relative size of the art, sailing is the most important thing in his life — except, of course, for Cutty Sark.

Don’t know about you folks, but having ‘one of our own’ make the big time makes us feel warm and blushy all over, sort of like we’ve just had a big gulp of scotch.

--

where your boat is? wind and water south of hunter’s point of the bay.

Burgulary and vandalism is up in the streets and the yacht harbors alike. Get to know your neighbors and keep your eye out for each other’s boat.

Not everyone realizes it, but there’s far more racing than that which goes on in the central parts of the bay. There’s racing down in Monterey, in the lakes of central California and Lake Tahoe, up in Vallejo and even in Stockton! There’s even racing tucked into the south bay. con't. on next sightings page

page 59

SIGHTINGS

south bay — con’t Robert Prosin, Commodore of.the South Bdy Yacht Racing Association, would like everyone to know that there are two big two-day regattas scheduled for that (organization this year. The first is the SBYRA Summer Regatta on July 26th, which starts near Channel Mark 8, close to the San Mateo Bridge.

There will be spinnaker and non-spinnaker classes racing under PHRF or one-design. The entry fee is $10.00.

The second event is the Traditional Great South Bay Race, which also starts at channel Mark 8. The first day’s race ends at San Leandro where the fleet will join in with the Fall Frolic Party. Again the cost is $10.00, spinnaker and non-spinnaker: racing under PF1RF and one-design.

Entry forms and complete details can be obtained from Bob Prosin at (408) 867-9849 evenings, or preferably at (408) 298-4844 during the day.

There used to be a more active South Bay Yacht Racing Association schedule, and with the addition of several new marina facilities in the coming years, we expect the south bay to rise again. Why not be a part of it?

give that ‘boy* a cigar!

Last month we had a little piece in Sightings called The Fireboy and the Lady’, complete with a photo of an intermittently-clad woman cradling a fire extingusher in a decidely maternal manner.

MIKE JACKSON I

Apparently the gestation period of ‘fire extingushants’ isn’t lengthy,_ because the proud parent company just sent us this photo of new additions to the ‘family’. Sextuplets for the sex-pot! Well, you know what firemen say about their hoses.

New members are the 75 cu. ft. Alvin; 200 cu. ft. Esmeralda; 350 cu. ft.

Big Tim; 500 cu. ft. Beatrice; 750 cu. ft. Allan; and the 1,000 cu. ft. Brutus.

Long may they squirt, but as a public service, will someone kindly turn-off Fireman’s valves before we’re inunduated?

where are

In order to encourage participation by United States sailors, the Nippon Ocean Racing Club is offering a $2,500 prize for finishing their Singlehanded TransPac. Before you reach for an entry form, remember this is a ‘real’ TransPac, from San Francisco to Kobe, Japan.

The San Francisco representative of the Nippon Ocean Racing Club, Mrs. Hiroko Sugiyama, said that she received nine inquires from U S. sailors after the initial notice of the race appeared in Latitude 38. The only U.S. entry she knows actively pursuing the race now is Linda Rettie, who finished last year’s TransPac to Kauai. Linda’s efforts to obtain sponsorship from Yamaha — she sails a Yamaha 33 — have not been successful, but Mrs. Sugiyama said ^ace officials are seeking other spons'ors in Japan “and she is most hopeful.” We are, too.

SIGHTINGS (old beagle* — no bubbles before their time Have you ever wondered how “an organization dedicated to the development of an ocean ethic through education, research, and conservation” — namely the Oceanic Society — is fiscally able to continue operating? According to one of their brochures, they are supported by “membership dues, grants, gifts, and program fees”. All that, and they sell booze, too.

We found out about the latter last month when a representative discovered the location of our secret offices and dropped by to show us samples of the Oceanic Society s Official Champagne of Opening Day . We offered to take a swig or two to verify that the contents of the bottles were indeed champagne and not sea water, but our offer was declined.

The Oceanic Soceity is clever; they didn’t have to plant grapes or even make oak barrels to get this festive juice. No, they just had the Leland Stanford Cellars of the Weibel Winery in San Jose put some special lables on some of their good stuff. The label, reproduced here, features Darwin’s vessel, the Beagle. ' The oubbly is available in two forms. One is a three bottle arrangement packed in a wooden box ‘branded’ with a photo of the H.M.S. Beagle and the emblem of the Oceanic Society. This attractive package sells for $19.95 plus tax, and will take care of a singlehander’s thirst for almost an entire afternoon. If you sail with a crew you’ll probably like the case of twelve bottles for just $50.00 — a big savings over'the three-pak! Owners of heavy displacement world cruisers may want to inquire about topping off their water tanks with the stuff.

In planning for this^endeavor the Society underestimated how strong their support is; either that or they didn't realize what big drinkers sailors can be.

OFFICIAL CALIFORNIA CHAMPAGNE OPENING DAY ON THE BAY, 1 3B1

If you haven’t entered, there is still time.

The deadline has been extended to May 7th to welcome more participants. The 4,500-mile race will start on June 7, 1981.

So far there are thirteen entries, most of them Japanese. Claus Hehner, participant in the first two races, is scheduled to sail again.

Youngest entry is eighteen-year old Yohichi Higashiyama.

The race is open to mono-hull yachts with an IOR Mark III A rating of not more than 28.0 feet. The race is sponsored by the Kobe Port Island Exposition, with the San Francisco YC providing facilities at this end.

Race requirements and further, information may be obtained by contacting the Nippon Ocean Racing Club, c/o Mrs. Hiroko Sugiyama, 884-45th Avenue, San Fran. cisco, CA 94121. She may also be reached at (415) 221 6173.

SPECIAL COMMEMORATIVE BOTTLING FOR

THE OCEANIC SOCIETY

Only three hundred bottles were produced, and a good portion of them are already spoken for. So if you want yours, call the Oceanic Society at (415) 441-5970; just ask for the Liquor Department.

Proceeds from the sale of this commermorative bottling will go toward sustaining the San Francisco chapter's programs of sailing classes, educations programs on ocean environment, and the Farallone Islands service for the Point Reyes Bird Observatory. So here’s looking at you, Beagle!

SIGHTINGS the worst ever We’ll read almost anything, and certainly everything with a nuatical theme.

That’s our excuse for purchasing “Sea Trial” despite admonitions to the contrary the publisher so graciously printed on the front cover. “The most evil novel of our time," the headline read. That’s true; it’s also vile, too.

Take the ‘teaser’ on the back cover. “It started like any other pleasure cruise ... It was a perfect ending to a perfect affair — fourteen blissful days and nights along on the sultry blue Carribean. Tracey knew it was wrong to cheat her husband, but she wanted one last erotic fling, and then she would never see Phil again ” Sounds like the typical junk pulp we all enjoy reading so much, but it turned out to be nothing so Idfty.

“In the pleasant, tactful company of Captain McCracken and his wife, the

newest of What you’re looking at here is the latest of the Freedom line of cat-rigged ketches. This one is built to participate in this year’s Whitbread Around the World Race. Originally planned to be 65-ft., it must have grown in the molds because it turned out to be 70-ft.

Freedom Yachts continues to promote

he might talk a little

two lovers began their cruise. But slowly the pleasure began to change.

Chores were assigned. Meals started getting smaller . .

Yeah, and after one hundred and fifty tragically boring pages, cheating Tracey gets her con't. on next sightings page

Noted singlehanded Bernard Moitessier will lead an “intensive two-day master class” for cruisers at the Pay Area Marine Institute (B.A.M.I.) on April 25 and 26. Bernard will discuss topics of interest such as celestial navigation by the sun, heavy weather tactics,

SIGHTINGS the worst — con't. thumb chopped off by the Captain. She didn’t bitch about it too long, however, because after allowing her to grovel the good Captain hung her.

Skipping over the pages we discovered that the Captain’s wife also meets with an untimely death. We don’t know what happened to her, not having sufficient interest in either her character or the plot to bother going back a few pages to check.

With the ladies murdered and out of the way, Captain McCraken and Phil can get down to some serious violence. Here’s a taste of the savory action: “Bits of flesh hung from Phil’s lower arm, and he could not flex his hand, though the fingers were still loosley intact. “I did well,” he gasped hoarsely, stumbling, filling his lungs with the poison of lead-filled smoke.

Yes, you did, Mr. Williams, McCracken agreed, pulling a pearl-handled dagger from his belt. Much too well. It starts getting bloody from there.

To make sure you don’t by this slop, we’ll spoil the finish. Ole cheatin’ Phil kills the cruel Captain, and in doing so proves the apparent moral of the story, that you II go crazy if you hang around crazy people long enough; and anyone can eventually develop a taste for mutilation. Something like that.

Probably what happened was that author Frank De Felitta got a little confused. Apparently he went to his typewriter when he meant to go to the bathroom. What other explanation is there for shit like this getting into print?

Avon is the company guilty of publishing it. For shame!

seeing is believing An “Anonymous Donor” sent us the following picture with the following caption: A rare photograph for your safety deposit box — an actual photograph of Max Gordon paying off a bet!

“Left to right - Bill Clute (holding Max’s $2,000 check), Clute’s enforcers, Ken Dondero and Jim Gannon, and donor Max Gordon. Taken in

the big boats these ketches with unstayed carbon-fiber masts in unusual kinds of competition. First there was racing at Antigua; this summer four of them -wil be entered in the 1981 TransAtlantic Race; and later in the year in the Around the World Race. The later two will be very interesting proving grounds, and we’re curious to see how they perform.

about fruit trees, too 0

landfall at low-lying reefs, simplicity in outfitting, and essentials for cruising the Tuamotus.

The class will be limited to twelve persons.

Contact Ricki Eggert at (415) 552-4500 for details.

page 63

front of the St. Francis Yacht Club after an infamous “collection” meeting, witnessed (and photographed with telephoto fens for Latitude 38) by Dee Smith.

“Rumor has it that although Max lost $2,000 to Clute, he covered this check with a winning wager with some of Leading Lady's backers, betting that they would not finish in the top twenty in the 1981 S.O.R.C.” Unable to reach Max Gordon, we’re unable to vouch for the validity of this anonymous report. There is room for skepticism — afterall, we all know that i betting is illegal!

SIGHTINGS s.f. berth rates up

s.f. in-the-water

if you think double digit inflation is confined to houses, cars, and food, just be glad if you don’t have a boat berthed at San Francisco's Small Craft Harbor. In March, boat owners learned that S.F. Recreation and Park Commission proposed a whopping berth rental increase — 50% for berths 40-ft. and under, 40'% for berths 4?)-ft. and over. That breaks down to about a $1.00 or more a foot.

(Translating that into language a checkbook understands, my 30-ft. berth will jump from $180 quarterly to $300.)

It was that $1.00 proposed increase that encouraged more than two hundred-fifty people to attend an open hearing at the Hall of Flowers in Golden Gate Park one evening last month. The audience was taken by surprise when Tom Malloy, San Francisco Rec and Park manager said he would recommend the proposed increase be reduced by 25C, making berthing $2.75 for 40-ft. and under and $3.25 for 40-ft and over. But the cut was a double-edged sword for both sides. Malloy saw it as a loss of $74,000, and the boat owners felt it was a token action.

For the next three hours, boaters asked the Yacht Harbor Committee what they would be getting for their rrfoney. According to Malloy, the increase will go to pay for harbor maintenance, equipment and repayment of a 1963 loan of 1.5 million dollars at 4.9% interest from the State.

The loan caused the most questions and doubt with the audience. Boat owners were concerned that once it was paid, funds generated by the marina would find their way into the San Francisco General Fund.

“We are being taken advantage of in order to plug holes in other Park and Recreation and/or city budget,” said Charles Pierce, president of the S.F. Boat Owners Association, to loud applause.

Speakers called attention to the lack of hot showers, parking problems near Fort Mason and on Marina Boulevard, a $100,000 head that was inoperable soon after it opbned, the lack of lighting for floats along Marina Boulevard, and a new billing system that requires berthers to pay their fees quarterly.

Although many complaints were aired, this was more than a bitch and moan session. Boaters are notoriously ingenious and they came up with some creative suggestions that even impressed the Committee. For example, one woman proposed a yearly statement be sent out with the monthly coupons to be mailed in when berth rental is due; one man suggested San Francisco follow Santa Cruz’s lead and charge a yearly fee for the 3,854 names on the harbor waiting list.

con't. on next sightings page

gentlemen.

March 28th and 29th was the running of the San Francisco cup match races pitting the San Francisco YC’s Hank Easom in the Serendipity 43, Sioc, against John Bertrand, dinghy wizard, sailing Jaren Leet’s Irrational, a Peterson 42, for the St. Francis YC. It was Bertrand’s first go at big time big boats, and he lost the first race but took the next three to win the Cup for the'St. Francis.

Ocean racing gets underway April 4 with the Schoonmaker-Stewart Lightship Race.

Irrational, formerly Forte, will be out racing

p

SIGHTINGS boatshow, april 3-12 rates up — con’t The lengthy meeting remained calm and fairly orderly until the end when Commissioner Keith Eickman stood up and defiantly said he would vote for an increase. This was not a popular stance. After numerous interuptions from the yachties in the audience, he was soundly booed when he sat down.

The final vote on the berthing increase wil take place after another open meeting, April 9, 7:00 p.m., at the Hall of Flowers in Golden Gate Park.

— glenda carroll

clarifications from the commodore I d like to stress that the Master Mariners race crowd is still the most “wild and crazy” on the bay but ORGANIZED and NON-DESTRUCTIVE. Outlaw clubs are fine for motorcycles, but not for sailboats.

It’s taken two-years of clean conduct for us to prove our rehabilitation complete. The commitment and cooperation of our membership, the application of USYRU rules, a protest committee and a tight race organization produced the desired result. We are most grateful to Encinal for being the first to recognize this and we aren’t about to let them down.

Don’t worry about our growing stodgy and elite. Our one hundred and twenty years haven’t thinned the blood of the Barbary Coast one bit. Any boats in the race in preivous years will be welcomed again this year. Our “invitational” status is simply fair warning to the plastic and cement “upstarts” who might feel slighted when not allowed to race with the “real boats”. (If there are any forty-year old cement sailboats out there, we ll gargle their bilgewater and let 'em race!)

We want to hear from anybody with an “oldie but goodie”, and will consider every applicant. If they don’t qualify, we’ll tell 'em why. Politely. And send their entry fee back to boot! We ask you, is that stodgy? Also remember, built new, designed old, is fine with us.

The growing success of the event now allows us to expand the divisions within the race. There will be three gaff-rigged divisions to last year’s two, and four marconi-rigged divisions to the two before, plus the retired ocean racers.

Three place-trophies in each division, plus the perpetual tropies donated over the years, will make for the hottest competition ever.

Like Rachel searching for her lost children”, some of our mailing list is lost at sea. If you or your readers have sighted any of the below-listed skippers or vessels we would appreciate hearing from them so we may send them this year’s application materials.

start your sloops against her cold-molded sistership, High Noon, now owned by Thomas Harney of the Sausalito YC. Other new boats or old boats with new owners hitting the ocean will include Irv Loube with the Frers 4b Bravura; Bert Damner with the Kaufman 41, Damn Near (eventually); Myron Erickson with the C&C 40, Impetuous-, Bill Permar with Camille; James Bedsoe with the S&S 45, Inca; and Sheldon Caughey with the 47-ft.

Bruce King-design, Hawkeye.

page 65

A1 Boersma: Knimble Bill Barney: Anna Bill Collins: Sussuro Gene Whiting: Wanderer II John Hafner: Cubuf Gary Rice: Vim Ken Economy: Circe Clay McCullogh: Lavengro Gordon Keller: Billiken Again, we want to hear from anybody who evgn suspects they may have a qualifying boat, and perhaps even more importantly, is looking fora rollicking good time. Remember, our entry deadline is April 30th.

Robert J. Cleek Commodore — MMBA

P.S.: We’ll admit cold-molded and plywood classic designs — those construction methods are indeed pre-war. That same goes for lifeboats — if they were originally designed for sail, as the old ones were.

P.S.S.: Just so the folks on the Estuary won’t have to lock up their dogs and children, the finish will not (that’s official) be anywhere near the Estuary . . . Encinal is where the PARTY is going to be! (Nobody is going to be in any condition to finish there.)

WILDE MEXICO

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For the last year or so we’ve been trying to obtain what we felt was an accurate report on the virtues and vices of the cat ketches such as the Nonsuch 30, and the entire line of Freedom Yachts. We weren’t looking for some dreary report based on a single afternoon’s sail, but the low-down from a reliable individual who has sailed one in the boonies for months. We thought we found just what we’d been looking for recently when Doug

1

POINT LOMA

\SAN DIEGO

■MEXICO ISLA

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OS CORONADOS

DESCANSO POINT

Bahia TodoR San fox

virtues are handy tools in fairly evaluating new boats.

We might as well stop beating around the bush and cut loose with our personal favorite of the many Wilde tales. Doug, you see, was once working on a crab boat in Alaska and the captain was a real bastard because all he’d let the crew have for sustenence was Coca-Cola. No food, nothing else to drink, just Coca-Cola day and night. As you can imagine the crew’s teeth began to come loose and they were itching for son\e variety in diet. So the moment the boat finally touched land again, they began to flee for dentists and to find positions on boats with real food. That is, all except for Doug. He signed on for another trip, “I wanted to see if

ENSENADA Bahia So led ad

PUNTA COLNETT

■ CABO SAN QUINTIN

Bahia Del Rosario

I could stand it”, is the way he put it.

It is such people, slow to praise and even slower to criticize, who can put up with vminor problems to see the heart of the vessel. What you don’t want is a soft-palmed city slick lawyer who’d sue the waves for discomfort if it would stand up in court.

So it was with understandable anticipation that we awaited his return and the verdict on the Freedom 40. ‘Well Doug?” we asked. “It was fine,” he said, “but it was all fair-weather sailing and off the wind so I couldn’t say how the rig would work in a blow or going to weather.” That’s it! We couldn’t get another word out of him except to learn that the galley in the center of the main cabin allowed him to poke his head out the hatch while he cooked. But nothing more about the rig. We considered trying to beat more information out of him, but realized it was hopeless.

Even though this ideal ‘evaluator’ dashed our hopes in that regard, he did provide us with a “Four Easy Steps to Cabo Guide” and some photographs and philosophic comments on the seductive culture of Mexico that appear on the next five pages.

— latitude 38

ISLAS SAN BENITO OtN 1 I (J

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San Diego to Cabo San Lucas In Four Easy Steps

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MORRO SANTO

1. San Diego to Isla San Martin — 135-miles.

Sailing a day, a night, and another day should bring you into the anchorage before dark.

Secure anchorage.

2. Isla San Martin to either Cedros Island or Turtle Bay — 165-miles. This passage should take about a day and a half. Depart Isla San Martin at 0400 and you will pass the treacherous Sacramento Reef during daylight. Turtle Bay is a secure anchorage, and a prosperous little town supported by a cannery.

3. Turtle Bay to Magdalena Bay — 240-miles. This is a two-night trip. There are numerous secure anchorages in Magdalena Bay. (As an alternative, you may wish to stop at Bahia Santa Maria, just north of the entrance to Magdalena Bay, where you can always pick up whale vertebrae.) .

4. Magdalena Bay to Cabo San Lucas — 180-miles. This trip should take you a day and a half. There's no good place to stop in between even if you wanted to.

PUERTO SAN BARTOLOME

PUNTA ABREOJOS

Wilde signed on to sail Mike Smith’s San Francisco-based Freedom 40, Bellibone II, with Mike and Mac McCroskey on a passage down to Cabo San Lucas.

Doug would be the ideal evaluator because he’s had a plethora of ‘real world’ experience, not only sailing but in other character-builders such as hoboing, commercial fishing, and drifting. Not beguiled by fame or fortune, he aspires to be a “wise old man” an’d gets closer to his goal with each passing day. He practices many of the old virtues such as thirft, a trait currently so rare 75 percent of the population has forgotten how to spell the word. But many such old

Bahia Santa Maria PUERTO MAGDALENA

Bahia Magdalena

CABO FALSO

WILDE MEXICO Still life at Turtle Bay. This is the second stop in the ‘Four Easy Steps to Cabo’.

The gentleman at the right is a priest in Turtle Bay, a town with only about twenty buildings. Doug made friends with him and offered dinner on the boat or to treat him to dinner at a restaurant. There's only one such establishment in town, one that Doug suspects doubles as a whorehouse.

The priest had never been there before. Workers from the nearby cannery

j™ * '

did a double take when they walked in and saw the priest having a drink. Inv mediately they laundered their language and began ordering soda pop.

Note the unusual rigging that goes with the Freedom 40's unstayed masts.

It’s tough catchin' one porpoise in a photograph, but Doug bagged two plus a CQR with this

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shot.

Mother 'Big Grey' and calf, Magdalena Bay.

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Magdalena Bay, one of the most beautiful spots on the west coast of Baja.

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WILDE

The Sunday pot-luck spreads on the beach at Cabo are a wonder. You" can’t believe what little goodies yachties bring along on their boats.

TransPacker, a 35-ft. Lodestar trimaran, left Alameda and Sausalito in October, 1980. A design of the late Art Piver of Mill Valley, TransPacker was built by Ben Wright and John Eggert in Vallejo. Ben, Dwyer, and Justine the cat are crewing on the boat; Susan Sherk from San Francisco was visiting. They are heading for Hilo, Hawaii in May and plan to The town square in beautiful, bustling downtown Cabo San Lucas, beseiged with the typic&l crowds. Notice the prominent position of the basketball court; women's basketball is big in Baja, and Doug enjoyed watching the games.

There are a number of political parties in Mexico, including the Communist Party, which isn't very strong at this time. Another American, who seemed to know what he was talking about, told Doug that there had just been an election for mayor of Cabo.

When the votes were tallied in Cabo the 'wrong' candidate had won. The ballots were rushed to La Paz for a 'recount' and addition of absentee ballots — well what do you know? — when it was all over the 'right' candidate emerged victorious.

return to the bay area late this summer.

MEXICO

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Cabo San Lucas vievyed from the highest mountain in the area. The peak at the' far right drops dramatically into the sea at the' often-photographed rock outcropping that is the end of Lower California. A fish cannery is located at the base of the pc'lak, and directly in front of that is the inner harbor. Twice a week the ferry arrives and all the boats have to clear out. Farther to the left are the gringo yachts, anchored just off the beach where the heavy socializing, pot luck dinners; and volleyball game's take place. Most of Cabo proper is visible in the foreground.

The Sunday get together of yachties on the beach at Cabo.

The pot luck is followed by volleyball. It's a good place to meet your neighbors from northern California.

The water visible in this photograph is home to 79 quadribillionzillion fish.

The Stephanie B out of Pete's Harbo/with Laird Brown and Dorothy Nickerson. She's bound for Panama, Florida, and New England.

Laird left alone on October I, and got lost in the fog on the way to Santa Barbara, The Coast Guard located him on radar but refused to give him a course to round Conception. A heated discussion followed but the Coast

t

Guard still would not give directions, not wanting to be subject to liability if problems arose.

Some ITT folks at the Western Missle Test Range got on the radio from Vandenberg, and being fellow Teamsters decided to help out. The Controller had a helicopter tome out to confirm the postion and later a big bomber flew by and rechecked that all was progressing properly.

Waxwing, a 28 ft. Bristol Cutter, designed by Lyle Hess, built by Samuel Morse of Costa Mesa, and finished off by

In La Pa/ Doug stopped

Stan and Barbara Roeder of the Corinthian YC in Tiburon.

by this theatre set of

Waxwing has no engine, and the Roeder's are sailing her

what he termed a "tor¬

to New Orleans.

tured woman, sex, chains, and blood carnival." In blood-dripping letters it reads, "Castillo del TERROR', and below reads something like "no apto a Cardiacos, Crados, o.

Purgados", which we presume means that the show is not suitable for heart patients, children still in the cradle, andthose with relatives still in purgatory.

Before anyone jumps to criticize this show, just remember what a box office smash "Motel Hell" was.

*

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WILDE MEXICO *•

There's lots of beer consumed during carnivals, and unfortunately a couple of folks missed the litter cans. The water's edge at Guaymas.

This squid, a distant relation to the one that gave Capt.

ALL PHOTOS BY DOUGLAS WILDE

Nemo fits, was taken out at 'Catch 22 Beach', where they made the movie. It's the future home of a Club Med, whose travel posters, always feature bikmied women on the beach, not creatures of the deep who lurk beneath the surface waiting for your body.

This beach is located a little ways up the road from Guaymas at San Carlos, and is the site of a major new marina.

Katchina. Charlie & Marcia Corbett and Larry & Kay Bowen brought this Nordic 44 down from Bellingham, Washington.

They got a gracious'welcome in S.F. from City Yachts, dealer for the Nordic, who found a berth

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for them and even procured the use of a car. Katchina spent November and December in the Sea of Cortez.

Aids to navigation? The pictpre at top looks like a crummy old floodlight on a telephone pole. That's what it is, and that, Doug tells us, is a secondary light guiding you into the harbor at Santa Rosalia.

The middle photo is the common guano-covered solar powered buoy found in Mexico, often inoperative due to the ‘cloud cover' between the sunlight and the cells.

The bottom photo is the common destroyed buoy

or what's left of it.

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FARALLONES RACES Dee Smith walked in our door the other day and mentioned that there are three races around the Farallones in the next month; the Singlehanded Sailing Society’s singlehanded race on April 18th; the Bay Area Multihull Association’s on the 26th of April; and OYRA’s crewed Farallones Race on May 9th.

Dee allowed that he knew just about everything there was to know about the Farallones and thought we might want to pass on some tips to our readers. We asked for credentials: he pulled out victories in the last two singlehanded Farallones (the only two he’s entered), crewed Farallones victories with Lois Lane in 1979 and Leading Lady in 1980, and a ‘seal’ of approval from a Farallone mammal.

Not having room to diagram the strategy for all three races, we’ve just plotted Dee’s advice for the S.S.S.’s Singlehanded Farallones on the next two pages. Before we go any further, let’s all understand there are two reasons for doing a race like this. One is to revel in competition, to struggle for victory. Folks like Dee Smith sail for that reason. Others — in fact the majority — sail for the satisfaction of accomplishment. This diagram should help you folks also, but don’t be offended if this article takes a competitive approach to the event. We’d diagram the path to satisfation if we knew it, but we don’t.

Island in the sun

and fog, and rain, and mist, and drizzle .

Qualities Needed for the Winning Boat: 1. Moderate displacement, so it will go to weather in good breezes.

2. Lots of sail area. The race starts early in (he morning when the wind is light, and you can’t be left behind.

3. The boat must be able to get up and fly off the wind; half the race is off the wind and you can’t afford to take gas that long.

4. The boat should have a long waterline; the tide is flooding at the start and small boats don’t have the speed to make it across the Gate without being swept back in.

5. Dee is taking a J-36 and thinks he will do great. A Santa Cruz 50, he figures, would be best.

What You Must Do to Win: 1. Play the tides right both going out the Gate and coming back in.

2. You must sail the boat and do things like sail changes as though it were a crewed race, not as if you were trying to survive.

The Weather 1. Morning winds are usually out of the southeast and will fill to the west and northwest by 11:00 or 12:00.

If the wind shifts to the west and northwest by 10:00 it will be very windy day. , Sometimes the morning wind is out of the east. If so, there will generally be an hour or so of light air around 11:00 as the wind shifts around.

Daughter and Dee.

Conditions for the Race The race traditionally starts at 8:30 off Presidio Shoals. There is a predicted maximum flood tide of 3.5 knots at 10:00, and slack water at 1:00. You will be sailing into an increasing flood, but note that tides have been running a little earlier than indicated in the books.

-i___—-

page 75

The strategy from Presidio Shoals to the South Tower of the bridge is obvious; hug the shore to stay out of the flood.

At the South Tower you must make the big decision: Do you seek relief from the flood on the north side or the south side? For now we’re assuming the wind will follow its most frequent pattern, the morning wind out of the southwest, shifting to the west and northwest by noon.

Heading out on the south side initially looks attractive. You’ll not have to sail all the way across the strong flood to get to relief on the north shore, and there is a wider path of relief on the south side. Boats that take the south option always look like they are way ahead, but they eventually get killed. Always.

The problem is that by the time you get to Seal Rock the wind has abated before its shift to the west and northwest. You are dead in the water and the tide is going to ebb first on the other side of the Gate. And suppose somehow you do make it around Seal Rock; you end up down by the south bar, and that is not the way to the Farallones. Even worse, you’ve sailed away from the windshift that will lift you to the islands. You are screwed.

Making it out the north side is tough in a flood, and you will look bad at the start.

However' you have the rainfall runoff helping you on the north side and will catch the first of the ebb. There is a chance you can ride a counter-current around Point Bonita, and if you do, you are golden, says Dee. At any rate you’ll be on the proper side of the course to benefit from the afternoon windshift.

Once outside the Gate you want as much south as possible on a port tack — as long as it doesn’t take you across the shipping channel.

FARALLONES Crewed Farallones, May 9th

Doublehanded Race, April 26th The 9:30 start is a half hour after

Big flood going out — stay to north

max ebb so just head for the north

center. Big flood coming back in —

center side of the Gate to catch the

stay in the center. Dee’s big tip: round

ebb and runoff from the Sierras. Head

the Farallones on the leeward side. It s

straight for the first channel buoys. If

shorter, has less tide, and makes you

you have to tack north, stop before

perfect for reaching back. It should

the Potato Patch because you’ll lose

give you three to five minute advan¬

the best effect of the ebb there. If you

tage over going the other way around.

do have to tack north, do it before you hit the start of the next flood. You’ll be able to see a distinct line indicating its boundry.

Harly finishers should catch the very end of the flood, and go right down the center of the shipping channel.

Those just a little later will have to stay just south of the Lightbucket and head for Seal Rock; you’ll be lifted twenty degrees about two miles from shore.

Go inside Mile Rock if you feel you know your way around and have paid your insurance premiums.

Sometimes it would pay to come back in on the northside, but the ebb is not strong and there should be lots of runoff that you want to stay out of. Go south this day.

When to go on starboard? Flop over on

Rounding the Islands

lifted right over your boat if you sail too close

that lack as soon as you can lay the islands,

Dee recommends rounding the islands as

keeping in mind you’ll eventually get a twen¬

close as you dare. He tries to stay one set of

ty degree lift. If you can lay the Lightbucket,

waves offshore; two sets off if they are really

you can lay the islands.

big. If the waves are small he’ll go up to just a

If you’re going to be racing competitively,

couple of boatlengths off. The northwest side

like Dee, have the spinnaker gear ready to

is generally the roughest, and with the cur¬

go on the top of the island. Jibe as you head

rent running south, can be the most precari¬

down the island apd then raise the spinnaker

ous.

downwind behind the main. This will allow

Weirdities.

If the wind is ten knots or more from the east at the start, and the fog is socked in, head straight for the Farallones from the

With a favorable tide on the leeward side

South Tower. The hell with the flood in that

there shouldn’t be too much danger. If the

situation.

wind is only moderate, however, it may be

to shore.

Heading Back

you to pop out from behind the lee of the island reaching up as high as possible.

It’s a broad reach in light conditions and a

BONITA CHANNEL

SOUTH %■ TOWER i

POINT BONITA

MILE ROCK

-

SEAL ROCK

tight reach in windy conditions; you should be prepared to balance out your boat, ready to dump the main. If it’s very windy most boats won’t be able to carry their chutes, it’s just too tight a reach.

Re-Entering the Gate Dee figuires to be approaching the Gate at

about a quarter to 4, which is maximum ebb, about 3.4 knots. His strategy here is to sail in a little south of the shipping channel (just a couple of boat lengths) where the water is page 77

IRock, even if ii means taking a beating out in§| |the tide.

Fortunately those of us who don’t knowll |where the rocks are between Mile Rock and|| ;shore won’t have to go worry about them.|| |We’ll probably not be getting back to the|| ILightbucket until close to 6 o’clock. Since ifslf (slack water at the Gate at 7 o’clock, we can! (just sail right down the middle of the shipp-1| |ing channel and through the middle of the|| |Gate. Passing the channel buoys you’ll want|| |to be sure that they indicate no adverse tide.fl shallower and therefore the adverse tide |If they do, ease south a few boat lengths out|| about a quarter of a knot less. |of the channel until you’re in shallower::!

Smith figures on cutting inside Mile Rock Iwater. hugging the beach all the way until he takes | We’d like to guarantee that all the informa-1| the lift up to the South Tower. At the South££ |tion here is absolutely correct and that Deep Tower he drops the chute, jibes, sets another (indeed knows more about the Farallonesf! chute, and heads down the beach for the (than Dr. Rueben knows about sex. But we|| finish line and another first place trophy. (discovered he doesn’t. If you know that FarThose who don’t know the location of the ailon is Spanish for 'cliff, you know somerocks between Mile Rock and the shore aie thing about the weather mark that the expert l| advised to be careful, watching for the telltale (didn’t.

Jbubbles. If faint of heart, go around Milefffl — latitude 38 £

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WANDER BIRD I She was born in 1881: built to be sturdy and swift for service as a pilot schooner in Germany •s

where the River Elbe empties into the North Sea. Forty-three years later she was retired and left r

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to rot in the backwaters of Hamburg. ,

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At age forty-eight she was rescued by a young adventurer and sailor. Warwick Tompkins, who knew how to combine practicality and dreams.

With students as paying passengers he gave her

a new life roaming the Seas. \

At fifty-five the middle-aged lady rounded

.

Cape Horn, “the world’s hardest corner" with

She's cruised the Atlantic, Mediterranean

and

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scarcely a whimper.

the

the Baltic,

Caribbean;

the

Tangier.

Morocco and Rio were astern. Tompkins had

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designated her home port as San Francisco,

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and he brouqht her home on February 20, 1937.

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She continued sailing the Pacific for four more years. In 1941 she made her last voyage;

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she returned from Tahiti, and was battered by a hurricane in the process.

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w She was to endure another era of backwater neglect, twenty-eight year's worth. A cabin was built on her stern pnd she became a dockside home.

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At age seventy-one she lost her masts, and most of her gear had been given away or lost.

Again she was a lucky ship, for as worms began to make serious inroads into the copper sheathing on he$ hull, and as rot crept across her decks, Harold and Annaliese Sommer gave her back everything the years had taken, and then some.

This June. Wander Bird will sail again.

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TO FLY AGAIN

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^^rginally known simply as ‘No. 5’, Bird was one of seven pilot schooners -built for service at the mouth of the Elbe River prior to 1900. The date of her launching is not clear. Most everyone now acquainted with Wander Bird thinks she was built in 1879 because of the scrolled numerals *1879’ etched in a pane of frosted glass on the main companionway door. But the pane is new, installed just a few years ago by Harold and Annaliese Sommer when they, too, believed her to be built in 1879.

That actually was the year Gustav Junge put her lines to paper. Wander Bird's keel was laid in 1881, and she was finally launched a year or two later; records conflict.

Wander

■{

WANDER BIRD

Harold Sommer did learn from an “Elbe pilot” that 'Elbe No. 5’ was built in the Stulcken yard in Hamburg.

Commissioned by the German government, Wander Bird is 85-ft. on deck, 76-ft. on the waterline, has an 18x/2-ft. beam, and draws a little over 10-ft. aft. Built with\heavy oak frames spaced in pairs an inch apart with six-inches between pairs, Wander Bird has three-inch oak planking held together with treenails and bronze clinch fastenings. Her chainplates are of heavy iron, and she has iron straps and knees throughout.

A pilot schooner, she was expressly built to be swift, sturdy, easy to handle, and comfortable. It was in the 1800’s that competitive piloting guilds developed at the mouth of the Elbe, and with it came the evolution of pilot schooner’s like Wander Bird. Of necessity they had to be fast on all points of sail. Pilot boats waited at the mouth of the Elbe until an incoming vessel was sighted, afterwhich it

was a race to see who got there first and collected the piloting fee.

Comfort was mandatory for the well-being of the sixteen pilots who would often wait hove-to for weeks before being discharged for duty. Ease of handling was required because the big pilot schooner’s had to be brought safely back to port with just her fiveman crew.

Of course, pilot schooner’s needed to be sturdy to withstand the pounding of the North Sea, “the vile place there in the pale of the Helgoland light where the green North Sea runs ever more shallow and the big river comes rushing down, tawny and angry, to clash with the sea.”

It was there Wander Bird labored for forty-three years. Her retirement in 1924 was not due to wear and tear — which might have been expected — but to so-called ‘pro-

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gress’; motor vessels replaced the pilot schooners. Yoday, sitting onboard at the same table where the pilots gathered, Sommer says, “She saw the decline of the sailing vessel and the advent of the motor ship. She serviced the big foreign barks, and was right there during World War I. She saw it all, and when steam finally got in they got rid of her.

She’s the only all-sail pilot schooner left in the world. All the others have been converted or they’re gone or hulked out.”

Elbe 5 was taken out of service in 1924 and traded along with Elbe 6 to a firm in Cuxhaven for the Emden, a steel schooner which, renamed Yankee, would sail to fame with Irving Johnson in 1947. Somehow Elbe 5 fell into bad days through that exchange.

She changed hands too many times for the well-being of a ship in the next five years.

Finally Warwick Tompkins, a young American journalist working in Paris, and his wife Gwen, came along seeking a cruising ship — specifically one that had been in pilot service because they knew it would be comfortable, safe, and easily handled. Tompkins knew that he would eventually take his ship around the Horn to San Franicsco, so she

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TO FLY AGAIN

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Junge, Schiffswerft, Wewelsfieth

gegr. 1859 Elsen* und Holzbau — Fernspr. No. 20

Tompkins would spend five years sailing with these young crews, cruising and using the ship as a training vessel in the summer months. He encountered a chance sea in the North Atlantic which carried away over 23-ft. of bulwarks from the main shrouds aft.

That was the closest she ever came to being lost. He set a record of sixteen days for a TransAtlantic passage; his best day’s run was two hundred forty-six miles.

Wander Bird was built at this yard tion is inaccurate.

the cap-

had to be sound.

He found his ship in the backwaters of Hamburg, “lying gray, dirty and naked, her spirit visibly drooping.” She was all that they sought in a ship except one thing — she was much, much bigger than what they had envisioned. It’s a problem common to yachtsmen — falling in love with something larger thah they can afford. She needed new rigging, had worthless sails, no blocks or lines, and most of the gear had been stolen. She had been stove-in; and, there was no paint above decks while below various owners had run riot with blues, pinks, greens and yellows.

“Hideous!” Tompkins concluded in one of the many stories he was to write of his adventures with the Bird.

Although doubtless a modern witticism, the description of a boat as a ‘hold in the water that you pour money into’ was no less apt fifty-years ago. Not only was Tompkins faced with re-outfitting the vessel, it was 1929, the eve of the Depression. He went ahead anyway, and bought the old derelict for less than a small sailing dory would cost today. By the time he got his ship ready for sea, he had spent ten times her original price page 81

— not easy on a journalist’s salary. He borrowed from wealthy friends who had not yet been touched by the Depression. He found crew, mostly young people, willing to pay for the privilege of going to sea and toiling for long, cold, hard hours, willing to pay for tutelage under the “Old Man”.

1 he term “young” can be most appropriately applied to two members of his crew, for during those years the Tompkins’ two children were born. First there was Ann, who was two months old when she went to live on Wander Bird, and then Warwick Jr. — who right from the beginning was known as ‘Commodore’ — who boarded Wander Bird when he was two weeks old. So the kids were seasoned sailors by the time their Dad determined to sail to San Francisco via Cape Horn. They were four and six-years old, and “it no more occurred to the sailors to be afraid of the ship or the sea than it does for a shore child to fear his house and yard."

They sailed in 1936 for a destination “grim, gray, cold. Whipped by the unceasing savage westerly winds. Hammered by sleet.

"GOOD COMMON SENSE PREVAILS . . . #

In the process of editing Ann Sutter's article on Wander Bird, u>e were loaned a copy of Warwick Tompkins Fifty South by

Fifth South. A well-written and fascinating hook, it is virtually unavailable.

A part we particularly enjoyed is reprinted, with permission, on the following two pages. The incident occurs after Wander

Bird has been fighting the Horn for sometime, and her mainsail has ripped. The job of hand sewing the main back up has gone on day and night despite the tribulations of bad weather.

Blunders such as the one made here are at least as common to day as they were then. The big difference, it seems to us, is that

'common sense' is no longer so prevalent or revered as it was then.

The 'Old Man’ and 'Commodore' on the Bird in Sausalito.

“But this fine, this beautiful, this unutterably lovely fair wind is too good to last for long, and it succumbs slowly but steadily to the returning northwester as we work on the mainsail through the afternoon.

The big job (replacing the bolt rope] is nearing its end. For days the torn sail has haunted us. We have been eternally at it whenever it was humanly possible to work on deck. Asleep we have dreamed of it and of the balls of twine we’ve sewn. Our hands are scarred and cracked, burning and smarting as minute salt crystals work into the crevices of the skin.

The tablings of the sail, where two, three and sometimes four thicknesses of cloth are superimposed, have often defied even the heaviest of needles. We have got through them only with the help of one of John’s creations, a Yankee push-drill, drilling e;ach hole and then swiftly replacing the drill with the needle before the contracting wet cotton closes the opening.

We’ve broken many needles, but fortunately we are well supplied with spares. Our chilled and insensitive hands often fail to push the needles straight. When the eye of a needle snaps the jbgged end frequently escapes the iron of the palm and lodges deep in the meaty heel of the hand. The needles also slide very reluctantly through the wet cloth. Consequently the plucking vise of index finger and thumb slips frequently over the smooth metal to be deeply scored by the triangular and razor-sharp points. These minor but painful wounds have left telltale scarlet splashes the length of the job.

But blisters, cuts and the tired forearm muscles are discounted, for the task is nearly done, and well done, too. In a few hours we shall set the mainsail and flaunt it, bloodstained, as a symbol of a renewed challenge to the Florn.

Push, jerk, and heave taut. Push, jerk, heave! In even rhythm the heavy roping needles flash now through cloth and bolt rope. Barr and Charlie, squatting by the sewers, pull the needles through the resistant cloth with pliers. William Ms shoulder-toshoulder with the Old Man. The job is virtually complete.

“GOD DAMN!" This is the Old Man’s

. . . THE SHIP IS WHOLE AGAIN” Wahder Bird

solitary oath, but this time it explodes with a fervency alarming to ears tuned to the significance of his varying accents. “Just look at that sail!”

We should have known better! In our eagerness we have stupidly failed to allow properly for the disproportionate shrinkage of wet cotton and wet manila. Here we are, with three feet of canvas left to be sewn to only one foot of rope. In our laps the leech lies inanely grinning, the sagging canvas jeering beneath its taut rope upper lip.

For five minutes we are stunned by the egregious oversight, appalled by the thought of sewing another painful inch. Dangerous subterfuges occur in a flood.

“Splice in a length of new rope!”

“Take a tuck in the cloth!”

“Sew the bloody thing up as it is, maybe it will hold!”

Then good common sense prevails.

“No, rip the bolt rope off again, all of it.”

The Old Man calculates hastily, steel tape belatedly in hand. “We will resew it. Thirteen inches of canvas to twelve inches of rope will bring it out right. We started to do this job right, let’s finish it that way.”

It is doubtlessly silly to personify the elements and the inert features of Nature.

Winds, seas and the barrier headlands do not actually and maliciously hinder men and complicate their peewee struggles, but happily men are so constituted that they imagine this is the case. In this last misfortune we find renewed strength and determination in surging rage against Cape Horn, its winds and its seas. “Damn you, damn you, Cape Horn!”

Our jibes blow down-wind. “We’ll show you!

You can’t lick us!”

The supper bell this evening rings to deaf ears. The needles flash on and on. Twilight and clouds darken the sky and lights are rigged so that we can toil in fine frenzy. We sew furiously, hands, cramped, backs, aching muscles all forgotten. At eight o’clock the full mainsail is swayed aloft triumphantly. We glance at our handiwork with understandable pride. The great sail sets with scarcely perceptible wrinkles. The new canvas lies snug along the bolt rope. The ship is whole again.”

page 83

WANDER BIRD Shrouded in scud. Echoing to Pacific surges, the screams of penguins, albatross and seals.

Unlighted. Uninhabited. Unfriendly. Cape Horn!”

Tompkins wrote these words in his book about the passage, “Fifty South by Fifty South”. There are one thousand miles between those latitudes, 50 S in the Atlantic, and 50 S in the Pacific, that a ship must traverse to make the Cape Horn passage. To travel those one thousand miles. Wander Bird sailed two thousand two hundredfifteen miles, pushed on an erratic course, pushed backwards and forced to give up laboriously gained miles over and over again. They were becalmed, and they experienced violent storms. \ Ironically, approaching the Horn, they encountered fair winds. “Can it be that we are actually to make a yachting passage, all kites set?” Tompkinsiwrote. “What luck! But do we want that? Have we sailed all this way, planned for Olympian antagonisms, only to find a fair wind and a millpond sea at the Cape itself? What will they say when we tell of carrying a balloon jib west around the Horn?" Soon it followed that “The brittle calm breaks, shattered like a delicate glass smashed on a marble floor. All about us the unleashed storm furies shriek and scream at one another.”

It took twenty-eight days to pass from 50 South to 50 South. The entire voyage from Gloucester, Massachusets to San Francisco, California took eight-months. It was a happy crew that brought her under the Golden Gate and heard the Coast Guard’s loudspeaker greeting, “Welcome home, Wander Birdl We've been looking for you for a long time!”

Wander Bird's last voyage was forty-years ago. Enroute to Tahiti in 1941 she rode out a hurricane that did serious damage to a U.S. Naval squadron. Tompkins brought what he described as a tired old Bird home to rest in Sausalito. But it wasn’t really that the Bird was tired. Warwick Jr. — ‘Commodore’, says that the Old Man was ready to go on to other things, that it was time to make a life on land and to pursue new interests. He was tired of the problems of maintenance and tired of dealing with the demands of the vessel. Commodore says, “It had become an albatross around his neck.”

He built a cabin on the stern to house his family. The ship settled down on Pier 3 in Madden’s Sausalito harbor where, as a breakwater, she took a terrrible pounding.

She was tied poorly, and when southerlies

roared through the harbor she plunged against her chains, lifting the stern and doing damage. At low tide she rested on the mud which gave the worms a chance to get started with their inexorable boring.

“TIt was the

war that did it, said Sommer. “He was building that house on her when December 7 came. She was laid up then, but the masts were in her. The Navy came along during the war and they took the Zaca and the Vega. They would’ve taken this one too if she’d had an engine, and put her on patrol. If they had, 1 don’t think she would have come back.”

The Tompkins family sold the Bird in 1960. The house on the stern would become home to many waterfront inhabitants

Bird, dying in Sausalito before Sommer bought her.

v

TO FLY AGAIN we’ve just been hammering away for about ten-years,’’ said Harold, in a monumental understatement. “I’d never do it again, I’ll tell you.” over the next years. In 1966 she was towed to the foot of Johnson Street, an area where many a fine old vessel was sinking into the mud. There lay the old motor schooner Lassen, slowly eroding, the tenant in the forepeak unable use his living room at high tide. Nearby were the remains of the Beulah, only a stempost in the mud alongside the hole where she had been, and the Galilee, drooping into the mud as her backbone broke. Several steam schooners were burned and sunk to form a breakwater and the Bird s sails were dragged out and stuffed between the sunken vessels as fill. Neglected ships left prey to all the problems that must be confronted if a ship is to continue to exist.

In 1969, Harold Sommer, who had long been acquainted with Wander Bird, decided to have a closer look. “We bought it, and

Rescuing an old and weary ship is an undertaking requiring dedication, fortitude, skill, a dash of foolishness, and a big pocketbook full of money. Consider facing a major restoration. Consider what Walter Rybka of the National Maritime Museum wrote about the subject.

“I submit that there are two kinds of ships, the living and the dead. The living are all those that still put to sea for whatever purpose, or are kept ready to do so. The dead are those ships arrested at a point in time that may be recent or may be centuries ago. If you opt for a live ship, the first thing to understand is that change, in the form of renewals, is inevitable. Your body renews its cells every few years, or as damage occurs, and if a ship is around long enough, all of its fabric will sooner or later be renewed. This is particularly so in the case of wooden vessels which generally need rebuilding every thirty years or so. J hat the ship was originally wellbuilt granted her longevity, not immortality.

When the two get confused, the results are invariably disappointing.”

Harold opted for the living ship. Never was this more apparent than on New Year’s Eve, 1979. I was aboard, and I saw her alive and swarming with people, people who had given her back her life. She was full of the Now! of a New Year and reclaimed from almost certain death only a decade ago.

It was a misty, warm, magical night with sounds of merriment and tooting horns echoing though the harbor and lights of nearby boats twinkling through the fog, Once again the Sommers had wined and dined countless ‘Friends of the Bird’ as they gathered to celebrate what everyone thought was the end of the Bird’s one hundredth year. Shortly after midnight I slipped and bounced down the steep companionway steps on my rear end, doubtlessly observing a century old tradition. I felt proud to be the first, but surely not the last, to descend that sharp angle bottom first in the next one hundred years.

I catapulted into a scene from the past — into a long, narrow cabin with timedarkened paneling, brightly buffed bronze, Oriental rugs, and warm red velvet curtains.

Along the cabin walls and in all the nooks and crannies were old photos, ship pain-

WANDER BIRD tings, macrame' and scrimshaw; there were shell leis, sailor’s needlework, shackle becketts and ditty bags. A graceful bronze chandelier swayed slightly above the long table where sailors, had gathered dor a century.

There was no sense of the passing of time.

The few sleepy souls nodding off after a night of New Year’s celebration could as easily be pilots gathering for a last pipe and a dollop of schnapps before retiring. Perhaps Ann and Commodore are nestled in their berths, safe and secure as the Bird drives through the great seas of the Cape. Perhaps soon the watch will change and men will tramp down the steep companionway stairs and hang dripping oilskins on that pejg near the chart table. As the pot-bellied stove bubbled out warmth, the boat creaked, rocking on the bay’s gentle swells, and 1 pretended to be one of the Tompkins crew as they sailed aVound the Horn . . .

“The sea is something phenomenal, its wildest excesses of all the yesterdays having been at last surpassed. We are assaulted now simultaneously from all sides, from dead ahead and from astern. How such a tfjing can be defies comprehension, but it is so.’’ I pretended to share in the Tompkins’ Cape Horn Thanksgiving celebration and felt the table pitching and rolling and saw it burdened with “two chickens, bursting with dressing, flanked by fluffy mashed potatoes, onions swimming in cream sauce, golden carrots, rolls so fluffy they threatened flight, emerald pickles, red-hearted olives, ^and quivering, gleaming jellies.” I pretended to arrive below, weary from standing watch, wanting only to climb into one of the pilot’s berths, “the ship quiets for the night.

Belowdecks she is dry, snug and serene. The night penetrates only as a lulling, sustained roar, dampened by a musical monotone .

11 PM. Darkest night ever seen. Wind howling. 12 Midnight, No let up. Blowing like the devil. Still we sail in incongruous comfort.

The ship is glorious.”

A long, low groan issued from the forepeak as the dock lines tightened and drew her into the berth. Does she know the time is near when she will sail again? Is she chafing and pulling in eagerness to be away from the confines of the dock?

I low did Harold and Anna accomplish this monumental restoration? With a lot of help from a lot of friends. With Harold’s talents as a shipwright, and with his eye for

the beauty of things antique. With a donation here and there. With Harold’s salary as a tugboat skipper; with Anna’s from an insurance company. With a lot of sandwiches and beer, a lot of laughs, and with Anna’s willingness to feed spaghetti to two, or maybe twenty-two of the Friends of the Bird who might drop by. With skills brought onboard by old-timers, skills almost impossible today to buy or even find, but could be given. With novices who worked with masters and became fine shipwrights as a

result. And with people who worked on the project just because it was fun.

“Oh, it just snowballed,” said Harold. “It would take forever to tell exactly who did what." .

*

.' dj

Next month the story of the restoration of the Wander Birfl and how it progressed under the direction of the meticulous craftsman,

shipwright,

tinkerer,

putterer

and

perfectionist, Harold Sommer.

— ann sutter

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S.O.R.C

The 1981 S.O.R.C. (Southern Ocean Racing Conference) began with promise as big and bright as the Florida sunshine. There was a very healthy number of entries, there were more new boats — many with innovative lines and construction techniques — than ever before, a dazzling pack of new maxis including the new Kialoa, increased international participation, and the first allwoman Circuit entry. Making the competition even more promising was the expectation of a vigorous battle for the coveted three spots on the U.S. Admiral’s Cup team to represent the United States in England this summer.

Regretably that promise — and indeed the entire Circuit — has clouded over with the tarnished status of the top three finishers. At the center of the squalor is that familiar culprit, the 1.0.R. rule, which in times past has been accused of both making good boats obsolete and creating champions of weird designs that simply exploited loopholes in the rule. Neither of those problems reared made their presence felt this year, and in fact many feel they’ve been eliminated.

No, the new, nasty problem concerns itself with the actual measurement of the boats, and the validity of the ratings they sail with. Their ratings protested, the top 3 boats, Louisiana Crude, Tom Jennings and Tom

Dreyfuss’ Serendipity 43; Acadia, Burt Keenan’s Frers 40; and Williwaw, Seymore Sinett’s Dennis Connor-driven Peterson 48, were remeasured under the supervision of USYRU Chief Measurer, Mark Vinbury. All three boats were found to deserve a higher rating than they sailed with during the S.O.R.C. Louisiana Crude, a high-tech sistership to last year’s Circuit Winner, the old Acadia, was driven by Berkeley’s Tom Blackaller, and is perhaps being unfairly blemished by the uproar. Crude sailed the Circuit rating 32.6, the same rating used by the Serendipity 43 Acadia when she won last year. Fler rating is just one-tenth of an 10R foot higher than a Circuit sistership, Rasputin, and just two-tenth’s of a foot lower than several less ‘tweeked’ Serendipity 43’s that sail San Francisco bay. Such minor discrepancies between nearly similar boats are not unusual.

Crude's margin of victory was so large and her possible rating discrepancy so small, that it’s unlikely she can be knocked from her position as overall winner of the Circuit.

The same can’t be said for Acadia and Williwaw, the other two boats that were remeasured. Acadia sailed with a 29.9 rating and was found to actually rate at 31.1, a big, big difference equal to 7.7 seconds per mile of handicap. Williwaw raced rating 37.1 and actually rates 38.1, a very significant difference of 4.7 seconds per mile. Oakland’s

Mudcat Massey didn't burn up the Circuit his first time out, by he did strike oil in the casino and befriended these two lovely ladies. Anne Gardner, right, skipper first all-woman Circuit boat, Dueces Wild.

Irv Loube finished second to Williwaw in Class B with his new Bravura; whether the recalculation of W/i'/Ziiuaio’s performance under the new handicap is enough to push Bravura into first, we don’t yet know.

Sinett, of New Jersey, and Keenan, of Louisiana, are both veteran sailors who have enjoyed great racing success over the years.

As a result of their performances in the S.O.R.C., both boats were selected to represent the U.S. in the Admiral’s Cup. (Louisiana Crude would have been selected, but was sold to a Swede.) This now has been changed. As a result of the remeasuring, Acadia has been replaced on the team by Stars ’n Stripes, Bill Martin’s Nelson-Marek from Ann Arbor, and Intuition, Pat Malloy’s Peterson 42 from Sag Flarbor, New York. It was these latter two boats which initiated the protests of the validity of Williwaw’s and Acadia’s IOR certificates.

I low does one account for the discre-

SHORT CIRCUITS

pancies in ratings? One old trick, which Tom Blackaller mentions in this month’s Latitude 38 interview, is to have the,boat measured in fresh water rather than salt. In fresh water the boat appears to be heavier, to displace more, and thus is treated much more kindly under the IOR formula, where weight is a critical factor. Blackaller told us you have to be crazy not to have your boat measured in fresh water.

In the cases of Acadia and Williwaw, however, the fresh water difference is not going to be anywhere near enough to explain the chasm between the ratings used in the S.O.R.C. and the rating figured by the USYRU’s Chief Measurer.

According to Ken Weller af the U.S.Y.R.U., the difference between measuring in fresh and salt water works out to be maximum of about 2.7% of the boat’s displacement. Therefore the 17,000 pound Acadia would appear to displace an additional 459 pounds in fresh water; in the case of the 26,250 pound Williwaw, she would page 91

appear to displace 708 pounds more. This however is far short of what would be necessary to use as an explanation for the difference between the original and post-S.O.R.C. ratings. To account for the discrepancy Acadia would have had to appear to displace 1500 pounds more, not just 409 — a difference of over half a ton!

Williwaw would have had to displace 2400 pounds more, not a mere 708 pounds.

Fresh water measuring, therefore, couldn’t/ even account for a fraction of the difference in rating.

So how else can you explain it? In casually talking with just two people, we were inundated with suggestions they have seen used to optimize a boat’s rating. The suggestions basically addressed themselves to two areas; one is to make the boat appear to weigh more than it does, the second to make it appear more ‘tippy’ than it really is. (Mind you, we have no evidence or are we even suggesting that any of these things were done on either Williwaw and Acadia) .

To make a boat heavier during measurement, racers have been known to load up the boat with more sails than they are allowed to carry, and hope than either the measurer looks the other way or doesn’t notice. Kimball Livingston reported in the Chronicle that Louisiana Crude had been guilty of this infraction, which, if taken alone, doesn’t amount to that much.

Putting too many sails aboard for measurement may be dismissed as an “oversight”, but there are other clearly conscious similar ploys. A popular one is to put two spinnakers in one bag, and cross your fingers that the measurer won’t check. Those who are good at packing chutes may even squeeze a third chute in that bag.

Lead is popular in optimizing ratings.

Some folks put big ingots under their stove for “counter-balancing”, or ‘misplace it’ in hard to find nooks. Cast-iron is pretty heavy stuff, too, but you’d be surprised how many weight-conscious racing boat’s prefer to cook with them — lot’s of them!

According to the rules, water tanks are supposed to be filled or left empty, whichever would make the boat rate higher.

Sometimes just the opposite is done.

The techniques employed to make a boat more tippy generally congregate around the top of the mast, where the least has the most , effect. Prior to this year’s Circuit, a popular trick was to soak the ends of spinnaker halyards all night, and then just before measuring hoist the heavy end up to the top of the mast. Clever, eh?

Now none of these ‘rating optimizations’ is anywhere near as blatant as starting your engine in the middle of the race to get through a calm spot, but let’s face it, they both serve the same purpose; to give a boat an unwarranted, illegal advantage over its competitors. The big difference is that most people agree to fudge a bit on the ‘optimizing’ but nobody fudges on using the engine.

Most of the things mentioned above are illegal because you are supposed to sail the boat the way it is measured. But you won t find racing machines overburdened with sails, cast iron pans, excessive counterbalances or huge blocks at the masthead. At least not for long.

Another area for problems in measuring a boat, is the measurer himself. There is sufficient room for interpretation of the rules on

S.O.R.C

the part of the measurer to have a drastic affect on the boat’s rating. Locally Myron Spaulding is known for being a stickler for following the letter of the rule, and when in doubt, rarely gives the owner the benefit.

Because of his above-reproach approach, many local boats are measured elsewhere or by different measurers.

It seems incredible that folks would spend a quarter of a million dollars to get a boat and do an S.O.R.C. effort, only to be beaten by someone, or someone’s boat black who plays fast and loose with the rules. But it may be the case. The validity of ratings has been a nagging problem for years, and most owners have probably been guilty of minor infractions of the rule at one time or another. Now with the top three boats in a big event like the S.O.R.C. sailing with improper certificates, this problem is sure to receive great attention. Nobody wants to admit there has ever been toying with the ratings, or heaven forbid ‘cheating’, nevertheless everyone seems certain that it’s a non-problem that should be addressed immediately.

As for right now, the Circuit officials are recalculating the results of the races with the new ratings. As for the future, who knows, maybe the winning boats will have to be remeasured after each regatta.

\A/e spoke with Commodore Tompkins to get his historical and world perspective on the S.O.R.C. Having sailed in it for fifteen-years, he feels it’s a third rate event.

The Pan Am Clipper Series in Hawaii is “unquestionably the best”; the Sardinia Cup he recommends for sailing excellence; the Admiral’s Cup for intensity of competition.

His low regard for the Circuit stems from the fact that it’s not really ocean racing, “the longest race is only 370-miles or two nights”.

As a result most boats come on trailers and end up in the boat yards right after each race. Boats get to the Pan Am Series on their own bottoms, and consequently are genuine ocean boats. The Circuit weather conditions, he finds, are as bad as at the Admiral’s Cup where fronts blast through and indiscriminately scatter the fleet.

Commdore’s not opposed to competition,

and if the ocean racing world ran the way he wanted it, there would be the ‘St. Barth’s Ocean Racing Spectacular’. St. Barths is the %. ideal location because it only has 250 hotel rooms and most folks would have to suffer through sleeping on their own uncomfortable boats. The location would also attract more European entries, and feature three thirty-five mile Olympic courses, a 240 mile middle distance ocean race, and an 800-mile long distance race. The (trades blow fair thus success would depend on skill.

Marks would be Loran-placed boats,except for the long distance race which would have an island “preferabably a very low one” as one mark on the course.

A voice in the wilderness, Commodore finds the current crop of boats “grim”. The fact that almost 10% of the boats lost their rigs this year tells him that “technology is not keep up”, and that the lessons of four-years ago when seven boats lost masts in 30-knot winds, have not been learned.

Boats are pretty much the same shape and advantages, although he’s not crazy about it.

Already frames have holes cut in them to save weight, hull plating is very thin, the minimum gear list is the maximum racers carry, and “self-sufficiency on a boat is disappearing.”

The worst, however, is that “the boats simply aren’t fun anymore. Nobody wants to sleep on them, nobody enjoys sitting on them around the dock.” Commodore sailed on Vaninia, a 45-ft. Kaufman-design that dropped out because of rig problems.

w

e asked sailmaker Steve Taft what the deal was on the black mainsails some boats sported. He said they were MylarKevlar combinations with special treatment since Kevlar doesn’t withstand the sun’s ultra-violet rays too well.

What’s new in sails this year? Steve reported that some boats sailed with almost disposable mainsails. Brauura, on which he sailed, had two plys of 5 oz. cloth with a third ply on the leech, a sail Taft figures should hold up for a while. Scaramouche, on the other hand, a boat selected for the Admiral’s Cup team, had a much lighter main and actually went through three of them on the Circuit.

Aries was another boat with a different ap¬

/

proach to mains. A fractional rig with a giant mainsail, normally it would have called for 10 or 12 oz. dacron cloth; they went with a 4Vz oz. Mylor-Kevlar combination.

In headsails lighter sails of rrtylar were being used in greater ranger; a No. 1 for example, might be used from 8 to as much as 22 or 23 knots and still hold its shape.

On the grand prix level, Taft feels the IOR has been refined to where it currently is doing a very good job creating close competition. On the local level he feels rqost problems are with money and crews — something the rule can’t address itself to.

Fractional rigs have become popular in the last several years because the IOR rule will give those boats 10% or more extra sail area for the same rating. However Steve finds it’s tough to get all a fractional rig’s

SHORT CIRCUITS

Leading Lady and observed that hull shapes

in the Circuit were very similar and boats differed primarily in sails and construction.

Intuition, built of aluminum and riveted together by Newport Offshore reportedly cost $100,000 extra to be built that way. Bob figured it was typical of some of the “bullshit” at the Circuit, meaning “real expensive stuff that doesn’t do much good.”

A couple of wood boats caught his eye — Billy Tripp’s New Waue and Bruce Kirby’s Runaway. Both were cold-molded and featured either a foam or balsa core to make them light, stiff and cheap. The disadvantage, Bob sees, is if they hit a log — they’re bad on puncture and impact resistance.

Mark Soverel’s Locura did very well, finishing fifth in fleet, but was “lopsided”.

42-ft., long and narrow, she was fast reaching and running, but a dog in other conditions. She won two races — did badly in others. .

Irv Loube's new Bravura, took at least 2nd in Class B, but broke up a bit in heavy going.

potential;particularly now that the sticks on masthead rigs are also being bent so dramatically. A successful fractional rig needs a spar that will take horrendous contortions and an experienced crew to know what the mast should look like.

Steve figures that a fractional boat has 110% potential of a masthead boat, but can only achieve that potential 80% of the time, giving it 88% efficiency. A masthead rig can be sailed at 95% efficiency, which makes them more efficient right now although “the gap will continue to narrow.”

What about the fragility of boats? “I really enjoy it, enjoy sailing on the technological edge” — this after problems with Brauura.

“We had structural problems in the Fort Launderdale Race; the tie rods broke, the deck buckled up from the main buckhead. In

40-knot winds and 18-ft. ‘square’ seas they had to ease off or lose the rig, giving up lots of ground on the competition.

Bravura looked good off the wind, reaching, in heavy air and was fast in flat water; she should be a good bay boat. Her, weakness is light air, but they went short on sail area in the design and knew this would be the case. Tom Wylie is doing some rating studies on her to improve the off-wind light air performance, to perhaps add sail area and penalty poles.

Bravura s lineup indues the P.G.R.C. (Pacific Ocean Racing Conference), Long Beach Race week, the TransPac, and undoubtedly Mexican races in the future.

^Javal Architect Bob Smith sailed on

___

—u

page 93

Louisiana Crude? “A real intelligent effort; she was built to win the series. Nice hull, spar, and sails, and nothing else — not even a forward hatch.” Bob figures it was probably one of the cheapest new boats.

He sailed on Leading Lady, which was twelfth in Class and twenty-fifth in fleet, and concluded the boat wasn’t really prepared for the ocean; the hatch was useless, leaking on the navigator; diesel leaked and got into clothes, sleeping bags, sails — they eventually found diesel up on a spreader. The result: seven crew seasick at once; they survived the Fort Launderdale Race, they didn’t race it. They had to bail by hand all the water that came in and mixed with the diesel. The Loran was off by a mile and reaching up with a chute, Leading Lady nearly joining two other boats on Rebecca Shoals one night.

Not many boats were ready, Bob reports, and only the ones that were did well. Ten hours before the Ocean Triangle, there were still seventeen boats in Derektors yard, fairing their bottoms and fixing masts. On the other hand, Louisiana Crude's crew would be calmly at the dock, while Dennis Connor was putting around in a powerboat scouting the location of the gulfstream.

Charterer Mudcat Massey wasn’t destroyed by the experience, as a couple of good nights at the Nassau casinos covered some of the costs.

— latitude 38

YOU NEVER

You never can tell.

Sailing south from Ketchikan to Seattle in September sounds like it should be terrific fun.

Heavy, double-ended cruising Igoats seem as though they shouldn’t go over in a blow.

Weather reports of 15 knots should forecast weather at least close to 15 knots.

A package labeled ‘10-Man Liferaft’ seems like it should contain a liferaft — even a small one.

Yes, it seems as though all these things should be the case, but you never can tell.

Just ask Bruce Graham, he’ll give you the specifics on the exceptions to expectations.

Bruce, who lives in Monterey, flew up to

Bruce Graham, right side up.

JMessages dropped from Canadian S.A.R. air¬

Ketchikan, Alaska last August 30, to help bring the Monterey-based CT-37, Maranatha, from Ketchikan to Seattle. He was accompanied on the flight and sail by Maranatha’s owner, the owner’s wife and brother.

Maranatha had been sitting in Ketchikan for a while and showed it; her decks were covered in pine needles and the bottom had a foot of grass. But everybody turned in to help; a diver worked on the bottom, while other’s checked the rigging, sails, blocks, halyards, turnbuckles, and the like. Then they went through the interior; the thru hull fittings, the bilge pumps, water and fuel tanks. Some of the tired crew didn’t quite feel the boat was ready the next morning, but nonetheless they shoved off just eighteen-hours after landing in Alaska.

Maranatha headed south across the Dixon Entrance, around Graham Island, and down Hecate Strait. It was cool, and sometimes there was a light drizzle; the winds were calm, and they were bucking a two knot current.

On September 2nd Bruce just finished reading Fastnet, Force 10, and wondered what it would be like to do a 360-degree roll.

He’d know soon enough. Because of the interference of the mountains the last weather

craft.

report they got out of Prince Rupert was for variable winds to 15 from the southwest. At noon it quickly turned very cold with big dark clouds on the horizon; by 6 p.m. they had their 15 knots of wind out of the south.

But it didn’t stop there. By 9:00 p.m. it was 20 knots with a 5-ft. swell out of the south. Ten miles off Bonila Island, Bruce thought maybe they should anchor for the night, but didn’t mention it to the skipper.

Two hours later the winds had gone up to 30 knots, and the seas were 12 to 14 feet high. The sudden increase in seas occurred because they had come upon Dogfish Bank where the ocean floor had risen from 200 fathoms to only 30 fathoms.

By 1:00 a m. on the 3rd of September it was blowing 35 to 45 with 16 to 18 foot waves. Two sails lashed on deck and the dodger created considerable windage and ' prevented them from making headway so they turned to run with the swells, using their Perkins 4-108 diesel and two-bladed prop for stability. Under these circumstances the 37-ft. boat began to surf regularly.

At noon, almost twelve hours later, conditions had gradually gotten even worse. The winds were peaking at 45 knots, the swell

CAN TELL f was running 20 to 22 feet, and steering became sloppy as the cables had stretched.

The crew was weary from steering in the surfing conditions, their stamina sapped by the 40-degree air temperatures.

Bruce took the helm at 4 p.m. and shortly thereafter heard a noise behind them, grabbed a lifeline and stanchion and held his breath; he knew they were in trouble. A 20-ft. wave had crested behind Maranatha, and smashed into the stern, pushing her sideways for several seconds. The rest of the wave rolled the boat upside down for about ten seconds, and then back over. Bruce Graham had his 360, and ended up still hanging on the the lifelines with his legs over the rubrail. Bruce stood up right away and here’s what he saw: “Alian, the owner’s brother, was in the cockpit with me. ‘Goddman we fuckin’ rolled over!’ 1 said. The mast had broken at the deck and just below the lower spreaders, and was hanging over the starboard side. When the mast went down it had cleared the deck; four dorade vents were gone, as were some blocks, cleats, and parts of the handrails.

The two sails and the dodger were gone.

The manoverboard pole,'the strobe, and horseshoe buoy were in the water and functioning as they should.

“John, the owner, and his wife were sitting down below on the cabin sole,' with stuff all over the place. Pots, pans, food, sleeping bags, charts, books, the sextent and RDF, batteries, and battery acid — everything that hadn’t been bolted down was thrown all over.

“There was about a foot of water over the floorboards and it was hard to tell if the boat was leaking. We quickly started the bilge pump, but the batteries were no longer hooked up and had no water. The manual pump worked for a few strokes, but soon stopped when the broken glass from a kerosene lamp cut the pump’s diaphram. So we used pots and pans to bail.

“As we worked down below the mast kept banging against the side of the hull with the main acting as a sea anchor. We tried to pull the mast back aboard U/ith the jib sheet winches, but it was no use. 1 yelled for* some cable cutters, but was handed a hacksaw; any person who works with stainless steel rigging knows you can’t cut l x 19 3/8” cable with a bloody hacksaw, so my new ‘captain curry’ pliers got a real workout. I undid all the cotter pins from the uppers, lowers, headstay, forestay, and backstay, page 95

then cut the wires to the VHF, running lights, and finally dumped the whole thing overboard.

batteries up with water, the engine fired instantly, and they retrieved the bundle. It was a nylon bag with a blowup vest.

“We surveyed the damage and found the Constellation compass jammed on its axis, unable to move. It didn’t matter, by now our charts of the area had dissolved in the bilge solution of water, salt, flour and sugar. The skipper thought it was time for the EP1RB, and set it out around 5 p.m. and went to sleep.”

With the radio antenna gone there was no voice communication with the rescue plane In the next twenty-five minutes they dropped four messages instructing the crew how to signal their status. Just before they left, the plane dropped two more bundles. The first was a 10-man liferaft that inflated when it hit the water. The second sunk, but was tied to the liferaft, and was hauled aboard. It was labeled ‘10-man liferaft’; they tied it on deck and went to sleep.

By 8 p.m. — they weren’t sure if it was still that evening or the,next morning — they were awakened by the roar of an airplane.

Scrambling on deck they saw an orange and white aircraft of the Canadian Search and Rescue. They were seven miles west of Pemberton Bay. Flares dropped from the plane lit up the horizon and a small bundle was dropped with a ‘firefly’, landing a few hundred feet to weather of them. The winds were still at 40 knots but the swell had subsided. Filling the

Cold and tired, sleep still didn't come easily. Seas were still running close to 15-ft. and • the boat continually rolled from gunwale to gunwale. Sleep was impossible without strapping themselves in as tight as possible with lee clothes. Even then it was miserable; everything was sopping wet.

From time to time a member of the crew would scan the horizon searching for the lights of an approaching ship. Early the next morning the wind was down to 30-knots, the

YOU NEVER CAN TELL

September I, satellite photo — maybe Bob Marshall can explain it.

open the second liferaft anyway. What they found was supplies, not a raft; food, water, precious warm clothes, flares, and a VHF radio — stuff they really could have used the night before.

At 9 a.m. contact was made with another plane who directed Maranatha to a small bay where they met up with a Canadian Fisheries Conservation boat who checked them out and told them the Rose Spit Coast Guard station had clocked 77 knots and a 40-ft. fishing boat had been lost. The weather improved and they continued on to Bella Bella and other than heavy barge traffic, had a pleasant motor the rest of the way to Seattle.

In the seventh grade a math whiz went to the blackboard and ‘proved’ that 1 plus 1 doesn’t equal 2. That, just like this story, goes to demonstrate that you never can tell.

— latitude 38

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MAX EBB

Never, under any circumstances, volunteer to be on a protest committee. Even if you are lucky enough to $void physical injury, you are certain to lose old friends and/or make new enemies.

Not possessed with siich wisdom only a few weeks ago, 1 foolishly agreed to hear some protests arising from one of the more popular mid-winter races. The committee chairman was from one of the jocal small boat oriented sailing clubs, there was a member of the sponsoring yacht club, and I was to be the third member of the committee.

The protests looked simple enough when we examined them over dinner bbfore the hearings. There was a Newport 30 claiming that a Hawkfarm had tacked too close, then a leeward mark collision between a Peterson 34 and a Thunderbird with serious damage, and finally a counter-protested windwardleeward incident between an Islander 30 and a Cal 29.

The sponsoring club adhered to proper etiquette and picked up the tab for dinner, while back at the club we found the Hawkfarm and Newport 30 skippers, each armed with a witness, ready to start the proceedings.

“Witnesses will be excluded from the hearing until we're ready to hear from them,” instructed the committee chairman, “but the skippers of course have the right to be present whenever testimony is being heard.”

“The Newport 30 is protesting,” I said as the witnesses left the committee room, “so why don’t we hear his story first?”

“Not until we establish whether the protest was properly filed," said the chairman.

“Now, according to the Race Committee, a flag was seen on the Newport when it finished, and the protest was received within the time limit and contains all the required information. The protest form states thit the flag was flown immediately after the incident. On the Hawkfarm . . . did you see the flag displayed?”

“Well, I saw them put something red on the backstay,” said the Hawkfarm skipper, “but it didn’t look big enough to be a protest flag to me.”

“Don’t be ridiculous,” said the Newport skipper, sounding a little annoyed. “It’s a standard protest flag and it’s unmistakable!”

The Hawkfarm skipper turned to the committee: “Is this series of races sailed under standing YRA Race Instructions?”

The committee member from the sponsor¬

ing club confirmed that it was.

“In that case,” he continued, “a protest flag must be a rectangular red flag (or code flag B) no smaller than twelve-inches on the shortest side. I really think the flag he used is too small to be legal.”

“You’re crazy! That’s the same standard protest flag that everybody uses. Besides, why the hell would I put up a red flag except to protest after you short-tacked on top of me like that. You think I was hanging my socks up to dry?”

“Beats me,” said the Hawkfarm skipper.

“Maybe you wanted other boats to think you were protesting in order to avoid a third boat protest under rule 33.2, but you didn’t want the protest heard because then you’d be thrown out.”

“Geeez!” moaned the Newport skipper,

shaking his head in disbelief.

“Why don’t we ask him to bring his flag up here so we can measure it?” I suggested to the rest of the committee. “As I remember, his berth is just a few hundred feet from here.”

T

1 his seemed like a good idea to everyone, and we soon had the flag and a ruler on the table infront of us. I recognized the flag as the larger of the two popular store-bought varieties, sold in a package that says “Yacht Size Protest Flag”. It had a handy velcro strip up one edge for quick attachment to the backstay, and it was identical to the flag that I have carried on my boat for years.

“Shall we see how it measures?” said the

\ \ \ “I saw them put something red on the

HA WkFARrt

backstay, but it didn’t look big enough to be a protest flag to me.”

“Why the hell would I put up a red flag . . . you think I was hanging my socks up to dry?"

NewOAT 30

The Newport is required to keep clear of the Hawkfarm, even though the Hawkfarm's mainsail has not yet filled after the tack.

ON THE SEAT OF AUTHORITY

committee chairman as he ceremoniously spread out the flag and held the ruler along the short side.

“Eleven and one-half inches,” he announced solemnly.

I had a feeling it was too small!” proclaimed the Hawkfarm skipper triumphantly.

This created quite a dilemma for the committee. While it had been proved that the requirements for filing a proper protest had not strictly been met, how would it look if we disallowed it on such a trivial technicality, especially when we had the same flags on our own boats?

But the Hawkfarm skipper came to the rescue. Look, he said, “I don’t want to be a stickler over a lousy half-inch. 1 will acknowledge that I recognized the flag as a protest flag, and that as far as I’m concerned the protest is properly filed.”

With a sigh of relief we announced that the protest was found to be properly filed. I was impressed by the Hawkfarm’s tactic, though .

Not only did he demonstrate that he knew the rules (or at least the sailing instructions) in some detail, but he put the committee in the position of owning him a favor. I could see how this might affect the committee’s impartiality.

“Now, would the Newport 30 please describe the incident?" requested the chairman.

“I was sailing close-hauled on starboard tack, minding my own business,” he began, “when this Hawkfarm comes along on port and tacks right in front or me. It was a bad tack and he lost a lot of speed. I had to head up or I would have hit him in the transom.

His sails never filled, so I protested him for tacking too close.”

Then it was the Hawkfarm’s turn.

“That’s what basically happened,” he said, “except for a few very important details. First of all, even though it was a bad tack and it took a while to get the jib in, my mainsail filled right away and the Newport had plenty of time to go above or below me after my tack was complete. Also, he neglected to mention that his bow pulpit smashed into my stern rail, causing some damage. He has an obligation to avoid collisions, and should be disqualified under rule 32.”

The committee chairman then asked the page 99

Newport skipper to describe in more detail, using little plastic models, exactly how the boats were positioned as the Hawkfarm tacked. He was especially interested in the distance between the boats when their headings first became parallel.

“We were about like this," the Newport skipper answered, positioning the models about a half boat-length apart, one directly ahead of the other.

“Were you sailing close-hauled the entire time?” we asked.

Sure — right up 'til I swerved to avoid a really bad crash. That ding in his stern rail is nothing — I saw him bend it back after the race.”

Show us how the boats were positioned when you first began to alter course.”

He moved the boats closer together, so l

that only about lA boat-length separated them, and rotated the lead boat so it was pointing a little below close-hauled.

“Okay, I have no more questions,” said the committee chairman, sounding very satisfied with what he had just heard.

I then proceeded to ask both skippers some questions about when the Hawkfarm's main had filled, but this seemed to be a major point of disagreement, with the Hawkfarm insisting that his mainsail filled as soon as he came to a close-hauled course, and the Newport claiming that it didn’t and that the burden of proof is on the boat that tacks.

Then it was time for witnesses. The first, a giant winch-grinder from the Newport, told an amazing story of boat tacking — or maybe jibing onto port tack — or maybe starboard tack — just inches from their bow.

The Hawkfarm’s witness, who was' the skipper’s wife, described how they had a snag in their windward sheet during the tack, and how she had accidentally released the

Both skippers came without witnesses, claiming they were going through with the protest for the benefit of their insurance companies.

thunoerbwd

PETERSON

The Thunderbird should have given the Peterson room at the mark, despite th great difference in courses sailed.

MAX EBB

main traveller control with her foot while scrambling to clear it, allowing the traveller car to run all the way to leeward. Next thing they knew there was a Newport 30 about to sail into their cockpit.

We cleared the room for our deliberations, which only took a few minutes once we were looking right at the rules, and then called them all back in for the verdict.

“The committee has made the following findings of fact,” announced our chairman.

“One: That the Hawkfarm completed its tack with half a boat-length separating the two boats. Two: That the Newport did not begin to alter course until the boats were x/a length apart. Three: That the Newport wodld have kept clear if it had begun to alter course as soon as the tack was complete. And four: Contact occured between the Newport’s bow and the Hawkfarm’s stern, causing minor damage, with the Newport approaching from clear astern. Therefore the Newport is disqualified for infringing rule 37.2, ‘A yacht clear astern shall keep clear of a yacht clear ahead’.”

“Waif a minute,” interrupted the Newport skipper. “How could the tack be finished when his own witness said the main was still luffing?”

“When a yacht is beating,” explained the chairman patiently, “a tack is complete the instant the yacht reaches a close-hauled course. It has nothing to do with when the mainsail fills. Your obligation to keep clear began when you were still a half length away, but you took no action until you were much closer. Then you hit the Hawkfarm from behind, violating rule 37.2.”

“You’re wrong about the tacking — and there are appeals that prove it!”

“The committee would be glad to discuss it in more detail, but not until after we hear the other protests we have tonight. It’s not fair to keep them waiting. Let’s get on to the next case. Thank you for appearing here tonight.”

The Hawkfarm skipper and crew thanked us politely, of course', while the Newport skipper and crew just, shot us an indignant glare as they stomped out of the room.

“It’s amazing how many people still think a tack ends when the mainsail fills,” remarked the chairman. “But the wording of the definition of tacking hasn’t changed significantly since 1959. Actually, sometimes it makes our job a lot easier, because they don’t know which facts to lie about!”

The next case was more straightforward,

even though it involved serious damage. A Peterson 34, broad reaching on port tack towards a leeward mark to the left to starboard, had ‘‘T-boned” a Thunderbird approaching the mark on starboard tack. Both skippers came without witnesses, claiming that they were going through with, the protest only for the benefit of their insurance companies.

We had no trouble determining that the Thunderbird, on the outside, should have given the Peterson room to jibe around the mark. But we had to explain that since 1948, the rules do not require that both yachts be sailing the same or nearly the same course for buoy room to apply, and also that according to the definition, an overlap existed as the yachts approached the mark, even though they were on different tacks,

more than two lengths appart, and sailing dramatically different courses.

We also found that the Peterson 34 did not make “a reasonable attempt to avoid a collision resulting in serious damage” (the Thunderbird very nearly sank). So we DSQ’d them both, which should be of absolutely no use to the insurance companies!

The last case was the most exciting. This was the windward-leeward between the Islander 30 and Cal 29. After determining that both protests were properly filed, the Cal 29 skipper told his story: “We were right behind the Islander 30, broad reaching on port tack, and gaining on them rapidly. About twenty lengths from the mark (that’s a minute and a half at four knots), we bore off to pass to leeward so we’d be inside for the starboard rounding. At

The Islander must keep clear of the Cal-29, even if it means sailing above their A proper course.

“No luffing you dumb-shit!"

“He knows a lot more than the brain-donors in your cockpit!”

I I I I I l I I

CAL 29

ON THE SEAT OF AUTHORITY

The Islander skipper knew that he wanted the time interval to be short, but he was already on record as having held course for a while as the boats converged. about fifteen seconds after establishing the overlap, we started to come up to our rhumb-line course to the mark. Since they were also aimed right at the mark, we were converging slowly. We hailed ‘leeward!’ and ‘keep clear, leeward boat!’ several times, but neither of us altered course and we kept getting closer. Then 1 noticed that there was a flat patch on the water between us and the mark, and 1 decided it would be faster to reach up above the mark slightly to keep our speed up. I hailed ‘Coming up to proper course’ several times, but the Islander just hailed back ‘No luffing, you dumb-shit!’ (or words to that effect) and kept sailing straight at the mark, forcing me below my proper course and even below the mark. Then the verbal exchange got pretty heavy — I think 1 called his boat a pizza scow — but I kept clear except for very minor contact between our spinnaker and the leech of his mainsail.

When we approached the mark 1 called for room, which we got, and we rounded inside.”

astern there was no doubt about ‘mast abeam,’ so I’m not required to hail to prevent him from luffing. I refer the committee to appeal no. 65. The Cal 29 should be disqualified for causing me to alter course in response to his improper luff.”

“I have a few questions,” said the committee chairman.

“By all means.”

How long was the interval between the Cal 29 establishing the overlap and starting to luff?”

“He started to luff right away,” said the Islander skipper.

“Not true!” interjected the Cal 29 skipper.

You 11 have a chance to respond in a minute,” scolded the chairman. “Now, how much time elapsed before you had to alter course to avoid the Cal 29?”

I believe it was ten or fifteen seconds,” he said after some hesitation.

And then how long until contact occured?”

“There was never any contact.”

“Okay, how long until the boats reached the point at which they were closest together?”

Perhaps another fifteen seconds after I altered course.”

“Good. Now would the Cal 29 like to ask some questions?”

“I just want to correct some misinformation, he said. “First of all, regarding the timing of my alteration of course to windward: I may have first hailed as soon as 1 had established an overlap, but 1 was careful to allow at least fifteen seconds before I started to come up, so there couldn’t possibly be any claim that I didn t give him room and opportunity to keep clear, as required by the

Now you take a crack at being the race committee. Who has rights in this situation!1 The wind direction is swirling.

1_)uring this narration the Islander skipper had started to interrupt several times, but we kept him quiet with hand gestures. Finally, it was his turn. ‘‘Before you get the wrong impression,” he began, “let me point out that I did not call him a dumb-shit until after he had already called me and my crew ‘a bunch of fogbrained farmers’ and other things which are not appropriate to repeat before the commjttee. What really happened was that the Cal 29 came up from astern, started to overtake me to leeward, and then almost immediately he tried to luff me up. At first I heid course, and kept yelling ‘You’re overtaking, you have no right to luff but he kept coming closer. Eventually I altered course to avoid him, and there was never any contact.,I was sailing my proper course, which was to a point a few feet to windward of the mark, right up until I was forced to head up to avoid a collision. So I’m protesting him for violating rule 38.2, which is the one called ‘Limitations on luffing above a proper course.’ He didn’t have luffing rights, being the overtaking boat, and since he came from page 101

If you are lucky enough to avoid physical injury as a result of your decision, you are certain to lose friends and make new enemies.

MAX EDD

transitional part of the windward-leeward rule. But even if you buy his distorted version, the fact that he didn’t alter course for at least ten seconds proves that he had plenty of time, so I’m not too concerned with that point. The main issue here is that I have a right to come up to my proper course, which may be to the mark, or to a point a few feet to windward, or quite a bit to windward if conditions dictate that it’s the fastest wpute in the absence of the other boat. The windward boat has to keep clear, even if it means he is forced way above his own proper course.”

NOTE SPACE

“N , i to! interrupted the Islander skipper. “An overtaking boat can’t luff above a proper course!”

“I didn’t luff above MY proper course — even though I may have forced you above YOUR proper course.”

“I think you’ve been paying too much attention to that nit-wit tactician of yours.”

“He knows a lot more than the braindonors in your cockpit!”

The hearing was rapidly degenerating into a shouting match, so we heard closing statements (which were more like closing expletives) and then sent them out for our deliberation. ^ The committee member for the sponsoring yacht club wanted to disqualify the Cal 29, the chairman wanted to throw out the Islander, and I was very confused, even though I had been frantically leafing through the rulebook during most of the hearing.

“Appeals 74 and 224 bear directly on this situation,” said the committee chairman authoritatively. “I would like yoy both to read number 224. I’m quite familiar with it, because it originated at my club. I think it will clear everything up for you.”

We took five minutes to read the appeal. I singled out the words, “W, whether sailing a proper course or not, was obligated to keep clear of the leeward yacht.”

“The key point,” explained the chairman, “is that luffing rights and right-of-way are two different things. After the short transition period when the overlap is established, the leeward yacht has the right to luff up to its own proper course unobstructed, even if it

forces the windward yacht up. The leeward yacht without luffing rights can’t go above it’s own proper course — but that didn’t happen in this case — so the Islander 30 is clearly at fault here, regardless of whether contact actually occured.

“Another interesting thing about this appeal,” he continued, “look how badly our local district appeals committee screws up.

And they usually do such good work.”

“Funny,” I said, “they never mentioned this one at the YRA delegates’ meeting.”

Our decision did not go over well with the Islander skipper, to say the least. At one

point in the course of the “discussion” that followed we were accused of being “the kind of pompous ass-holes who are ruining the sport for everyone.” I suggested that if he requested a written decision we’d be happy to provide one so that he could appeal (much to the dismay of the chairman, who would have to write it), but this didn’t seem to calm him down. It finally broke up when the club’s race committee chairman came in to the room to announce that the bar was closing in five minutes and this was our last chance.

“Hearing protests is always a no-win situation,” remarked the protest committee chairman after we had ordered drinks. “Two intelligent, honest people walk into the room, and you have to make one of them an idiot or a liar.”

We talked some more about the problems of putting together a really competent committee, and he had some advice for committee members: 1. Read parts one and four of the rules thoroughly before hearing a protest, even if you think you already know them pretty well. They total just ten pages. * 2. Bring an up-to-date appeals book, and familiarize yourself with the indexing system so you can find applicable appeals quickly. Take the time to read them carefully before making a decision.

3. Be prepared to produce a written decision, and be supportive of a competitor who wants an appeal.

Although the facts found by a protest committee are final, the appeal process is a way of passing the responsibility for interpreting the rules correctly off to a higher (and presumably more knowledgeable) authority. A good committee will encourage an appeal when there is any doubt about their application of the rules.

My own advice is to stay off protest committess entirely. But if you ruh out of excuses and find yourself hearing a protest for the first time, make sure at least one person on the committe knows what they hell they’re doing!

— max ebb

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RING AROUND It had been raining for three solid days and 1 had already decided our weekend cruise plans were off. Who needed to be cooped up with two soggy kids watching the mildew grow inside a fiberglass pup tent?

John’s ideas were contrary. He had just flown in from Portland and “from up there,” he said, pointing to the sky, “it looks like it will be a beautiful weekend.” Never mind that the satellite picture on T.V. showed the remains of some typhoon coming ashore.

Disregard the professional weather man’s prediction of “intermittent heavy precipitation through Monday.”

When we hit the sack Friday night, the rain was pounding against the window and 1 had already made plans to sleep i^. John had set the alarm for 7:30 and laid out his sea-boots and a bottle of brandy.

The original plan had been to circumnavigate Alameda, staying for the night at historic Aeolian Yacht Club. It required passing through three drawbridges in the Estuary going, and one more on the way out the following day. It also required transiting a rather marginal channel which our chart in-

dicated had one spot measuring two-feet at low water.

Saturday morning I snuggled deeper into the waterbed as John hummed in the shower and the trees dripped under a moody grey sky. I dreamed we were standing on the dock waiting to shove off and the wind speed indicator was reading forty five knots.

A tidal wave in the bed awakened me and there sat John with his nose Jpuried in a tide book. “We have to get going or we might not get into Aeolian before low tide,” he explained.

“Is there no convincing this man?” I wondered, as he shoved the tide book before my bleary eyes.

He pulled open the drapes and pointed to

ALL PHOTOS BY SUE ROWLEY a tiny circle of blue sky surrounded by s. ominous, boiling grey clouds. “See,” he said. “It’s clearing up."

I know from experience that there is no. quelling such rabid exuberance. If we stayed home and it didn’t storm, he would pout all weekend. So, with great reluctance, I began a marathon of cruise preparations. I heated the oven to 350 degrees and into it I shoved a dead chicken, a chocolate cake, and a loaf of nutbread. I stuffed an assortment of jeans and socks into the washer on the shortest cy-

Bay Farm Island Bridge.

cle with the hottest water. Then I raked the contents of the refrigerator into a canvas bag.

A raid on the pantry wiped out our supply of emergency earthquake rations, again, and a phone call to a neighbor had the dog-sitter lined up for the weekend. An hour later we were on our way to the harbor.

w

e debated sail selection as we left the blustery Sausalito channel, threaded our way through an enormous racing fleet, and then close-reached on a brisk southwesterly to the mouth of the estuary.

We scooted on past the familiar estuary highlights; the deafening NAS jets practicing touch-and-go, the towering container ships unloading, and the gleaming white Coast

Guard cutters at their moorings. On past some of our favorite waterside haunts; the Rusty Pelican, the quaint houseboat community, and the hospitable Encinal. Yacht Club.

As we continued, deeper into the estuary than we had ever been before, we came upon our first obstacle, the heavily trafficed Park Street Bridge, and we groaned at the likelihood of a lengthy delay before we could get through. A dark brown stripe along shore reminded us of the ever-lowering tide as we gave the bridge tender three hopeful blasts of our horn.

Almost immediately he responded with the lowering of the traffic barriers and without the slightest need for hesitation, we cleared the draw bridge and continued on-

THE ISLAND

Bi I

Later we were conferring about the depth in the channel and John expressed surprise that we had never registered below six-feet.

“That’s funny,” someone said. “We registered five-feet at one point, and that was two hours ago. Have you ever checked your depthsounder?” With that, he produced a lead line and we discovered that our depthsounder was optimistic by at least two-feet.

Hearing the news, I headed for the bar.

■V

i

7

"

-

'

'

I I was confronted by folding doors and a

Park St. Bridge?

ward tdward the Fruitvale Bridge. The scene was repeated through both of the remaining drawbridges. None of the endless circling we endured while awaiting the opening of Delta bridges. We felt both grateful and perhaps a bit guilty that all those cars were stopped for the passage of one very tardy sailboat.

Clearing the High Street Bridge, we coni tinued on to a wide area where, halfway between estaury channel markers 1 and 2, a j rather primitively marked channel went off to starboard. Just past a schoolyard, we veered off toward Aeolian Yacht Club, nestled just this side of the Bay Farm Island Bridge.

“You read the chart and I’ll steer,” suggested John. “No, I’ll steer and read the chart and you watch the depthsounder,” I said. We finally agreed that I would steer and he would read the chart and watch the depthsounder.

Proceeding slowly toward the first slightly tilted, homemade-looking channel marker, John assured me, “Plent of water.”

Although here and there we passed suspicious twigs poking out of the water and ; flocks of birds that I swore were standing on i the bottom.

We edged on, staying about five-feet to ■ the left of the markers; my heart thumping above the hum of the engine. “What an isolated spot to spend the night if we don’t make it,” I commented.

Creeping past a tripod where the chart showed two-feet, I thought I would faint from hyperventilating. “The depthsounder shows six-feet,” John assured me. “Maybe they’ve dredged since this chart was printed.”

Somewhat encouraged, I drove on around a spit of land to where we could see a tiny harbor with quaint buildings ashore.

Safe at last, we rafted to one of our compares who had, wisely, arrived several hours earlier on the high tide.

Fruitvale Bridge.

■

padlock where the bar should have been, so I took a tour of the building instead. There was an nice spread of hors d’oeuvres laid out and the twenty-five or so visiting cruisers were lounging on the covered patio playing dice and yackety-yacking. Beyond the covered area was a cement patio with a huge barbeque pit. Inside was a large room where a heavy game of pool was being played and the T.V. blared The Wide World of Sports.

A large, well-equipped kitchen was available for our use, and the men’s head had a shower. Vintage photographs of gaff-rigged sailboats lined the stairway to the second story, where I discovered a ballroom and a restroom for women, but no shower. The panoramic view from up there revealed a few of the sailboats slightly canted in what was now low water.

Downstairs again, I found the bar open

RING AROUND

"Cal 33 in the corner pocket!"

and Port Captain Hugh Strehle doing the honors. “This is a casual affair.” he said.

“When there's drinkers, the bar is open. No set hours.” He pointed out the club’s 1907 charter hanging on the wall, and an aerial photograph graphically showing the shoal conditions that plague the area.

Pick your own title.

He introduced me to old-timer William Whelan who has been a member for fiftyone-years. Whelan told me the club was started in 1902 by Larry Knight and Carl Strom in Strom’s Alameda home. Knight was the first Commodore. The clubhouse was originally built in 1906, partially gutted by fire and rebuilt in the 20's. Their aging scrapbooks attest to Aeolian’s long yachting history. They sponsor the Lightship Race each July for YRA. A marine ways was built by members in the early 30’s and is one of the attractive fringe benefits. “When I hauled( my 42-ft., fifteen-ton boat, it only cost me $15.” said Strehle. But when my eyes brightened at the prospect, he added, "it’s for members only.”

Aeolian has two hundred-fifty members.

Initiation fee is only $170 and dues are $5 per month. The shoaling problem has encouraged more poweV boaters to join in recent years, with most sailing members berthing their boats elsewhere in Alameda.

There are no female members. “The protocol has not been established since there have been no female applicants,” Hugh explained.

The present Commodore, Rich Williams, is enthusiastic about cruise-ins from other yacht clubs, according to Hugh, and non-

B.B.Q. at the Aeolian.

yacht club members are also welcome to use available side ties on a short term basis. The live-in Club Steward. Chuck Rhodes, is the person to contact, at 523-2586. The club is located in a “safe" residential neighborhood, six blocks from a supermarket and V2 mile from major shopping center.

\A/hen 1 returned to the patio to join the socializing, the group was abuzz with the news that our Commodore’s boat was hard aground in the channel. Since it was unlikely that anybody could refloat him, a dinghy was dispatched to bring his people ashore. Then the engine on the dinghy conked out and a shallow draft power boat was sent to rescue * them all.

Once ashore, they related a tale of having touched down lightly on their first attempt to enter the channel, as they passed a piling.

“There was this guy on shore who kept yell-

THE ISLAND

ing directions at us, so we went over and picked him up, figuring a little local knowledge would be helpful. He told us to keep to the other side of the piling. We did, and were immediately hard aground.” They set an anfchor and enjoyed the barbeque, returning to the boat later when the tide had risen sufficiently to enter the harbor.

The next morning there was great debate over the direction of the return trip. We wanted to pass under the Bay Farm Island Bridge, directly into the bay, while others thought the estuary route was the safest.

“Besides, the bridge book says the BFI bridge requires 24-hour notice,” somebody added. The local knowledge’ ashore was just as varied. Somebody said the channel into the bay was unmarked. Somebody else said It s easy, just follow the shoreline about fifty-feet out.”

We were determined to prove Alameda is really an island, even if we got stuck in the

Snoooorrrrggghhhh

mm mud in the process. The sign on the bridge indicated it was tended from 8 to 5, so we packed up, pointed our bow at the bridge, and blew three blasts on the horn that sent birds fleeing and heads poking out of the yacht club windows. Nothing happened on the bridge.

We threw the engine in reverse and blasted again. This time a Venetian blind flew up in the bridge tender’s quarters, and we saw him silhouetted as he made a hurried phone call. Then the traffic barriers dropped, the drawbridge opened, and there was no turning back. One fellow adventurer followed us out, but the rest of the fleet was soon closed behind the bridge, putting off their decision until they observed our fate.

We had been cautioned to stay in the center until we passed the remnants of a railroad bridge, then cut over and follow the left shoreline. As we did so, we had to dodge what looked like somebody’s red Frisbee floating on the surface. Cautiously continuing with one eye on the depthsounder, we came upon another red Frisbee. The third Frisbee had some white letters printed across the top. It said CHANNEL, and we breathed a sigh of relief as these rather primitive but blessed markers kept popping into view. Eventually they ran out and we passed a final marker, a white bucket resting

I suspected there was mud down there.

on a blob of styrofoam, signalling the bay end of the channel.

We set a compass course of 280 degrees, hoisted our sails, and looked at each other rather smugly. “It’s an island, allright.” John declared.

— sue rowley

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|

COLIN ARCHER MEMORIAL

A couple of years back during an interview with Latitude 38, naval architect Gary Mull recalled how much fun racing used to be. In he good old days’,-he told us, sailboat racng was much more social, and you’d make -nany new friends. Folks would race during he day, tie up at the host club’s dock, relive he race with new aquaintances at the bar, hen have dinner at the club. Everybody vould spend the night on their boats, and nake breakfast on them in the morning nothing, Gary claims, smells so good in the lorning as bacon cooking on a boat).

The reason this has all gone by the beard is ie boats Mull felt they we re so gutted that obody would ever want to cook bacon on ne, let alone sleep there. As a result, peole now sail the course and then head home, 'rely if ever meeting their competitors face > face during an entire season.

Had Gary been at the Encinal YC on arch 28th, he’d have thought it was 1957. ie guest dock was overflowing with boats at had just finished racing, the bar full of ’W buddies rehashing the course, and the ning room sold out for the evening. Maybe

Veuve Clicquot.

it was the boats? The ones these families and friends had raced on could more fairly be accused of gluttony than being gutted .yAll featured comfortable — if not luxurious berths, many had small libraries, crockery, stereos, and televisions, and some had bars, refrigerators, and micro-waves.

This was the Fourth Colin Archer Memorial Regatta, sort of the heavy-weight championship of the bay, co-sponsored by the Encinal YC. An incredible seventy-two of the seventy-five heavy, full-keeled, doubleender cruising boats that signed up for the race actually crossed the finish line

Escargot Harmony Misty

Division I Bill Greth Nick Meyer Rudolph Schroder Division II Avcedia Apostola Jack McCarthy Ray Torak

Windlass Turning Point Perpetua

Division III Patrick Hays Don Wolf Stanley Seidor

Picaresque Mirage Marce

Division IV 0^7 Nor’Sea 27 Nor’Sea 27 Storefidra

Westsail 32 Traveller 32 Traveller 32 Alajueja 38 Rafiki 37 Rafiki 37

Walrus Phatom II Red Rover Veque Cliquit Dutch Rose Contrary to Ordinary Fitz Roy Skua

o

t-** i .

Gary Fitts Bill Hargarty Stuart Sail Division V Allen Nugent Alan Atha Freya 39 Ricky Sprinkler Neil Edwards Peter Hoppe

f

» i

Hans Christian 33 Fantasia 35 Hans Christian 34 Hans Christian 43 ' Baba 40

If

•

: |

Freya 39 Freya 39 Freya 39 -J

The Race Committee’s course, featured plenty of reaching, and the weather combined to make racing conditions ideal for the heavy fleet. A light breeze off the Berkeley Pier quickly gave way to reefing winds as the boats approached the Harding Rock weather mark. The rest of the way it was reaching and running in alternating light and brisk breezes; down to Blossom Rock, over to and around Angel Island, and the long last leg

Blossom,and the iast of Division II Traveller 3Zs by Angel Island. From Angel Island it became a battle for bragging rights on the bay as five different brand boats were bunched together. There were Venque Cliquit, Allen Nugent’s Hans Christian 43 ketch; Dutch Rose, Alan Atha’s Baba 40; Windlass, Patrick Hays Alajuela 38; Turning Point, Don Wolfs Rafiki 37; and Contrary to Ordinary, Ricky Sprinkler’s Freya 39.

behind Treasure Island all the way down the Estuary to the Encinal YC finish line.

The bigger boats passed the last of the smaller Division I Nor’Sea 27’s by

Nugent’s Veque Cliquit, which isn’t as dirty as it sounds, broke out of Angel Island’s lee and into the good wind first, and utilized her superior sail area and waterline to pull

page I 11

ttway to an eventual seven-minute first-tofinish margin. The other four boats traded 'positions back and forth all the way from Angel Island to the finish, with Contrary to Ordinary finishing a winch handle’s throw ahead of Dutch Rose, with Windlass and Turning Point just seconds behind.

Patrick Hays, on the Alajueja 38, Windlass, took overall honors. Congratulations to

the Encinal YC and race chairman Rick Oliviera — who won the first three Colin Archer’s — for putting on such a first-class event.

—

latitude 38

THE LATITUDE 3B INTERVIEW

&

TOM BLACKALLER

>

Primarily a participation sport, there isn’t much name recognition on the part of the average sailor. Nonetheless there are probably few sailors in northern California to whom the name Tom Blackaller wouldn't ring a bell.

Tom is proudest of his accomplishments in the competitive Star class, although his talents as a helmsman are in demand internationally on ocean racers. He's had remarkable success in the Australian-American Six Meter series and last year was called in for advice on Clipper’s 12 Meter effort. Most recently he was the primary driver on Louisiana Crude, a Serendipity 43 which just won the 1981 S.O.R.C. For all his reputation as a noisy driver on the race course, we've always found him affable, easygoing, and forth right on a one-to-one basis. He knows how to laugh, too.

During a photo session at the Sears Point Raceway, Blackaller told our photographer after/his sailboat and car racing days are over he'll go down somewhere in Texas where nobody knows about boats or cars. There he'll open up a country and western bar and become a singer. Then his old friends will come down to see “if that old Blackaller is still trying to be a singer. ”

38: What do you do at North Sails, is it a franchise or what?

Tom: North Sails is . . . hum, it's kind of complicated. It’s not a franchise, ah, it’s a corporation and I’m the president of the corporation, of North Sails of San Francisco — that’s the best way to describe it.

38: So you have a financial interest in it other than a salary?

Tom: I own it.

38: Are you totally independent of North then?

Tom: No, they own some of it and I own some of it, so in one sense I’m like a partner with them in it.

38: Are each one of the lofts independent of each other?

Tom: Each loft is tied together very strongly technologically; in other words our product is exactly the same. All of our research and development is central, all of our cloth buying is central, all of our techniques of manufacturing the sails is central and the same. But financially the lofts are independent; the managers own a part of them, and the managers make their money directly from the performance of that particular loft.

38: As president of the loft you probably don’t do much of the actual cutting; do you work on the design of sails?

Tom: Yes, I’m very much into the design of sails because what I do is sail a lot. And so if we make a new sail — say we’re going to try out a new mylar/kevlar No. 3 genoa. So I’ll discuss it with Larry, our sail designer, I tell him the shape I want and he takes that concept and designs the sail to it. We make the sail, take it out and sail with it.

We race with it, we test it, we take pictures of it, and we come back and analyze whether what we’ve done is an improvement or a step backwards. And we analyze this by the performance in the race, the shape of the sail relative to what we wanted — that’s what I do. I do it with IOR boats and — well, we just developed a new sail for a Star boat. We spent three weeks in San Diego testing new Star mainsails, and we developed a new mainsail which is extremely fast. We were first and second in the Barcardi Cup out of seventy boats with the mainsail we developed in January.

38: What are the highlights of your sailing career?

Tom: I won the Star Worlds in 1974 and 1980. I personally consider the Star World Championship to be the toughest thing to win in sailing — tougher than the America’s Cup, tougher than an S.O.R.C., tougher than a Bermuda Race, tougher than all the famous races, even the Fastnet Race.

38: The level of competition . . .

Tom: The boats are pretty equal, the sails are pretty equal, and it’s a very good test of sailing skills. *It’s a good test of who sails better while a lot of these contests are tests of other things.

38: Name some other highlights.

Tom: My personal highlights — and they are different than you might think — when 1 won my first race in the Star World Championships in 1963 in Chicago. There were seventy-five boats and I was twenty-three years old and I went over — in fact, Punky Mitchell was my grew — and we won a race having trailered the boat to Chicago.

We didn’t have any money, we didn’t know what we were doing, our sails were all screwed up, our boat was pretty good — but we really didn’t know what we were doing. But we won a race! It was the second race of the series ...

38: Why did you win? .

Tom: It was fairly light air and we had apparently a pretty good combination for that, and we sailed O.K., and hit a couple of shifts, and won the race by about two and a half minutes. We had been thirty-sixth in the first race, won the second, and were thirty-seventh in the next race. We were leading the fourth race all the way around until Lowell North passed us right at the finish, so we got second.

Then I think we finished tenth in the fifth race and got like eighth overall in that world championship. That was a real highlight, to win that race.

• „ 38: Geez, you can even remember the individual races and it was what, about eighteen years ago?

Tom: Yeah, yeah, sure. Another time was the first time I beat Lowell North fair and square; that was in 1968, I think.

Tom inquired if Latitude 38 might be interested in sponsoring his car — about $7500

"Ho, ho, ho," laughed Tom, "they already do."

figures it’s okay since Lowell busted himself up hang-gliding last year.

would do, he said. Why not North Sails? our Blackaller admitted that Lowell North wasn't photographer asked. _too keen on his taking up car racing, but he

38: What was he doing then and what were you doing?

Tom: Lowell was in the sailmaking business making Star sails and sailing full time. I was an engineer, a mechanical engineer and I worked for Ted Schoonmaker in Sausalito making diesel generator sets. » I first beat him in the Western Hemisphere Championships in 1968 in New Orleans by one point, in a five-race, no-throwout series of about sixty boats. We had a 5-3-2-1-1 and Lowell had a 2-1-1-3-6.

In that last race he finished sixth and I finished first so it was just enough for us to beat him by one point. That was a big highlight.

That year we also won the North American Championship, so 1 was starting to learn about the Star boat, to win consistently.

38: So how old were you when you were ‘hitting your stride’?

Tom: Twenty-eight, We got second in the Worlds in ’69 at San Diego; Pelle Petterson beat us, but we beat Lowell again. He was third with Peter Barrett, who he had won the Gold Medal with in ’68.

Gary Mull was sailing with me then.

In 1970 Gary Mull and I would have won the Star Worlds in Sweden - we busted our mast - but we were the fastest boat there.

Then 1 hit a hiatus for a while. I didn’t sail well and my life was all screwed up; I was getting divorced, and was pretty messed up for three or four years. Then I started this business, that would be ’74. and I really started sailing well. What I started to do is spend 60% of my time on sailing and 40% on the business. The sailmaking business, gave me the opportunity . . . well, before I was in this situation when I went to regattas I always had to worry about getting back

blackaller to work. I’d worry I was taking too much time away from my engineering work because of sailing, it was like it wasn’t right that 1 was sailing.

38: You felt guilty about it?

Tom: Yes, guilty about taking, the extra two days you needed to do well. Once I got rid of that in 1974 I started to win a lot of races.

38: Are you sailing better now than you’ve ever sailed?

Tom: Yes, better than ever right now. No question about it.

38: How long can you sail at the level you’re at now? Is Lowell North, for example, still at the top of his game?

Tom: Lowell’s interests have changed in the last . . . well, Lowell’s won so much, you know, the Star Worlds four times, the S.O.R.C., the One Ton Cup, he did the 12-Meter thing ... his interests now are more technological than winning races. So he, in particular, is not sailing as welt as he was. Buddy Melges, who is fiftyyears old, is sailing as well as he’s eyer sailed.

38: So how do you visualize your future, how long will you be good?

Tom: At least ten years, at least ’til I’m fifty. I’m doing better than ever this year so . . .

38: Ho(v did you do at the Star Barcardi Cup you just finished in Miami a few weeks ago?

Tom: Second, We got outsailed in the last race by Vincent Brun who won the series. He’s the guy I trained with in San Diego, we developed the new mainsail — I guess I taught him too much, ho, ho, ho.

38: To give folks an idea of what your life is like, where have you been for the last couple of months?

Tom: I spent two weeks in San Diego in January developing the new Star mainsail for this year, sailing every day, eight hours a day. It took us twelve to fourteen days of solid sailing to get a mainsail that we thought was fast — and in fact it is fast. It was a very satisfying experience because we went through about eight to ten sails to get this one. We’d sail all day and then go into the loft at night and pull the thing completely apart, redo all the broad seams and the luff curve and then go out and test it again the nekt day and see if we made an improvement.

38: Can you economically justify spending that amount of time on a Star mainsail, or do you do it because it’s also your avocation?

Tom: No, you can’t justify the time. It’s partly because it’s a hobby — well, although it probably works out economically because San Diego makes the Star sails, they sell a lot of Star sails, and they sell them because they are good sails. And everbody buys what’s fast, so if we develop a fast sail, we are going to get the business. That’s the way life is. Actually, yeah, maybe we can justify the time economically, but in my case it’s not because we don’t make Star sails up here; so when I’m testing Star sails down there I’m helping out North Sails in general, but not for my loft.

38: O.K., after those three weeks, where did you go?

Tom: I went to Florida to get Louisiana Crude ready for the S.O.R.C, 38: Did you come back to the bay area in between?

Tom: No, no I didn’t. I’ve been gone for twelve ho, ho, ho weeks!

38: Where next?

Tom: St. Petersburg, where we did two weeks of getting Louisana Crude ready for the circuit. That’s sailing quite a bit and working on her, and getting her all ready, and remeasuring her and getting the sails perfect and everything. Then we did the three weeks

of the actual circuit.

After that I took about four days off and went — I’m driving race cars now as a hobby — so I went up to Sebring and drove race cars for four days. Then I came back and practiced for a week before the Barcardi Cup with my crew who came down from Canada — David Shaw from-Calgary, he’s twenty-five years old, 6’8”, 235-lbs. and a hell of a sailor. We did the Barcardi Cup for a week and then I left for Italy and did the Alassio Week in Italy, and I just got back.

38: \ That’s a long time to be on the road! Do you enjoy that kind of life?

Tom: Oh yeah. Sure I do. Of course, twelve weeks is too long to be gone, and it’s kind of hectic, and to cap it off being away for two months with a one week trip to Europe — well, that’s physically hard. Mentally it’s neat.

38: You really enjoy it?

Tom: Sure I do. Why else would I do it?

38: It just seems to us that constantly arriving in new situations, meeting*new people — well, you must feel very comfortable meeting new people all the time.

Tom: Well, I feel very comfortable in sailing.

38: But besides sailing you’re having to deal with an entirely new set of people every two weeks. You’ve just gotten accustomed to that?

Tom: Yeah. Sure! I don’t think it ever bothered me. I don’t have too much of a problem enjoying myself with people; no, it’s just not a problem with me.

38: Do you wake up a lot wondering where the hell you are in the world?

Tom: Oh sure, of course I do.

38: Being gone for twelve weeks in a row is probably a little atypical, how often would you estimate you are away from the loft and the bay area.

Tom: Thirty to forty percent.

38: What’s on the agenda for tfie rest of the year? .Tom: I’m only going to be here for two weeks now, and then I’m going down to New Orleans to do Yachting magazine’s “One-of-a Kind Regatta” in a Star. After that we have the Western Hemisphere Stars in New Orleans so I’ll be there for that.

I’ll be back here on the 20th of April, and I’ll be here for quite a while. Hopefully.

38: Any other big events on the horizon?

Tom: I’m trying to put together a 12 Meter effort, that’s a pretty big event.

38: So you are interested in that?

Tom: Yeah, I’m trying very hard to put that together. That means raising three million dollars.

38: Now how do you do that?

Tom: It s a lot of work. There are a number of people in the United States who have the money and want to do it, but to get them to donate to our project is a lot of work. They have to know what we want to do, they have to be aware of our seriousness and dedication, they have to think we’re to do it.

38: You say “our”, who else is involved?

Tom: I’m involved with Gary Jobson, John Bertrand, and Rod Davis. We are the four who are committed on the boat right now if it happens.

38: The next Cup is in 83; when would you have to begin practicing? lorn: What we want to do is sail Courageous this summer in

blackaller Newport for a month or so, just to familiarize ourselves with the boat and everything. And hopefully have maybe a mini-series with Clipper in Newport. Then build a new boat this coming winter, launch it next Spring and race the two boats in ’82. Modify the new boat that inter an launch it in 83, test the modifications against Loungeou5, do a two-boat testing program, and then go into the Trial in 83.

38: Would you anticipate having to put in as much time as Dennis Connor did with Freedom? That much practice?

Tom: Dennis’ program was exceedingly dogmatic, because that’s he way he is; he likes that. Our program would not be nearly as dogmatic as his, it would - I suppose we would spend quite a bit of time on the water, but Dennis seemed to think the number of hours on the water was the way to do it. We think perhaps some thought of exactly what we want to accomplish, well, we would do it with less time and quite a bit less money. His program was very time-intensive and very money-intenseive.

It was almost as if his program didn’t have a lot of thinking to it; the thought was ‘let’s spend a lot of time’, because they had a lot of money. Just put your head down and plow ahead kind of approach.

That approach — to me — is very boring. Extremely boring. And that s what Dennis is, an extremely boring person. That’s the way he does it though, he just bores in and says I’m going to spend more time and devote more effort than the next guy, and I’m going to win by doing that. And, for him that’s been pretty successful.

38: So you obviously enjoyed it all back in Newport?

Tom: \ eah, I did, and I might add it was surprisingly enjoyable to me. I didn’t expect to enjoy it, I expected ... I never had the 12 Meter goal in my life. I had the Star boat and the business and things like that, but doing the America’s Cup had not been one of the things I’d thought about up until last year ... and even then I kinda got shoved into it. I had organized myself to do the Olympics that summer, but when I found myself without the Olympics and found myself with the opportunity to do the 12 Meter, I did the 12 Meter.

Not because I wanted to even necessarily, but because it was there.

And then I enjoyed it.

38: How strong has that goal now become? Is it as much as the Star thing?

Tom: Well, it’s different, it’s very different. It’s something that I know I can do, it’s something I know I have the capability to do, and that it’s going to take a tremendous amount of work and a lot of discipline,and effort, — I wanta do it!

38: We re not being facetious, but do you think you’re the best helmsman in the world? Taken in the general sense, combinirig ocean racing, with dinghy sailing and match racing?

Tom: Well, that s very hard — is Alan Jones the best driver in the world? I don’t know — I think if you put Alan Jones in a Buick Regal and put him on the Daytona track, that Richard Petty would kick the shit out of him.

38: Well then, who else you see as'being at the top of the heap?

Is Dennis Connor really good?

Tom: Oh, yeah, sure. I know who is really good, it’s John Bertrand.

38: He’s that good?

Tom: John Bertrand is twice as good as I was at that age. At least!

I mean he has won two Laser Worlds, and a Finn World, and been on the Olympic team and won the European Championship in the Finn, you know fuuu. it’s unbelievable. Thd guy is really page 115

Sports Illustrated called him 'California's Golden Laughing Boy'.

talented. Now it could be that he isn’t too versatile, I don’t know, but he s certainly the best sailor in the world in dinghies — without any question! In my opinion, he rivals Paul Elvstrom in his dedication and capacity to win. Shit, I never did that at that age or anywhere close.

But I am better now than I was then, by quite a bit.

Guys that I think are good are Bill Buchan, Dennis Connor. Buddy Melges, and John Bertrand. Those are the guys who I think are good.

38: They’re all pretty much dinghy sailors, aren't they?

Tom: No. Oh, no! They’re good in the ocean, too. Buchan wins all the ocean races up in Seattle. All of them. Melges is kinda a dinghy sailor pretty much . . .

38. But you think ,he d be good in the ocean anyway?

Tom: With a little practice. He sailed with us in one of the races in the S.O.R.C. and ho, he didn’t help us too much. But you know — it was the worst we did, ho, ho, ho - I think he kinda intimidated me when he was on that boat. But it’s those guys that I compete with.

38: How many foreigners?

Tom: There aren’t too many foreign guys for whom I have too much respect.

38: How about somebody like John Oakley who drove Lionheart in the beginning?

Tom: No, no, hg can’t even carry the sailbags of those other guys. At least I don’t think so; maybe he’s done stuff I don’t know of, but I’d say no.’

38: Tell us about the Circuit, was that a lot of fun?

Tom. Yes, of course it was, because everything went exacty right. We had a situation — well, we actually had a potentially dangerous situation in the Circuit where we had two owners and I was the skipper. And that can be really dangerous. As you know the High Noon thing was very — we had a divisive thing on that crew — which you didn’t help at all, incidentally. That really got screwed up there and the stuff you wrote really damaged us badly.

38: Is that right?

Tom. Yes, very badly. Very, very badly. What you were doing projecting Gannon’s views into the press and it just blew us straight out of the water. To the extent in the middle we couldn't — well. I,

blackaller Jimmy Pugh, and John Norheim had to get off. It was so bad.

So that kind of thing can happen. And Louisiana Crude had that kind of potential, but everything was perfect. It just worked, both owners were great and it all worked.

38: What does it take for it all to work for a crew? Or is it just a chemistry you can’t predict?

Tom: That’s it, you can’t predict it. See one of the things is that S.O.R.C. efforts go together relatively quickly. In other words you don’t get to sail with the people you’re going to sail with for six or eight months to see if you’re going to like ’em, and maybe adjust the crew if it doesn’t work out rigfit. No, you have the crew and that’s it.

If it works it works, if it doesn’t, it doesn’t. So that’s a little dangerous.

38: You have what, two weeks to practice?

Tom: Oh, no, no. We had quite a bit of time. We launched the boat in mid-December and we sailed it with the whole crew for the first time the Christmas Regatta in N^w Orleans. Then the boat went back in the shop and got worked on in December and early January; then we sailed it for two weeks before the Cirucit. So we sailed it a fair amount of time.

And our crew was exceptionally good.

38: Who was in your crew, can you run that down?

Tom: Sure. Dreyfuss, one of the co-owners, was aboard Acadia last year which won the Circuit overall; the Acadia that’s a Serendipity 43 like Louisiana Crude. And he was on the big Acadia in ’78 when she got second Overall in the Circuit and went to the Admiral’s Cup and won the World Ocean Racing championship — he’s a hell of a sailor. And he’s an excellent helmsman, a good sail trimmer — just an ocean sailor par excellence. Plus he knew how to put the boat together, what spar to get, what gear to get, what winches to get and where to put them down, and what instruments to do, and all these important things you need for racing.

38: He’s a pretty enthusiastic guy also, isn’t he?

Tom: He’s very enthusastic, and that was a big help.

Mark LaBlanc was our bow man, and this was the third time he’s won the S.O.R.C. Overall. He won in Munequita, a Ranger 37 in 1973, and then he won on Acadia inJ80, and now on Louisiana Crude ih ’81.

We had a guy named A1 Gooch who was part of the Acadia team last year, and Al has a PhD in engineering mechanics, He’s the guy who’s on deck when it’s blowing forty-knots, and you have to change from the No. 4 to the storm jib, that makes sure all the leads are correct, that nothing is crossed over, that all the blocks lead fairly and properly, and he takes about five or six minutes to do it and you say, “Al, are you ready yet?’ He’d say “No, it’s just going to be a few more minutes.” He’s very deliberate, and then when he says you’re ready, well, you know you’re ready. Boom! you do it; it works, and you don’t lose any time. You don’t have to worry about what he’s doing, it’s right. That’s Al Gooch.

John Rumsey was our navigator; he was on Imp when Imp won overall in 1977. He was our navigator and cook — a really important guy , fantastically important to have. It blew so hard, it was so shitty in this series that you basically couldn’t cook. We’d be on deck in fortyknots of breeze with the fucking water coming over the thing, and Rumsey would hand up a hot filet mignon sandwich — two pieces of toasted French bread with a piece of filet mignon in the middle of it.

And it’s the best thing you’ve every had!!! You’re sitting out there going, “goddamn, this is really good!” That’s extremely important!

38: For morale?

Tom: Yeah, and it gets your food in ya. And like for breakfast we

had toasted ham and cheese sandwiches. It’s the only thing you could eat — or cook. It’s fantastic, you eat one of those and you’re ready to go. And I’m sure three-quarters of the boats in the S.O.R.C. were going on the deck with no food.

38: Somebody on Leading Lady said most of them were sick for much of the Lauderdale Race and they were surviving, not racing.

Tom: Yep, and we were just pushing the shit out of our boat, the whole time, 100%.

Then there was Hank Stuart who was our halyard man on Clipper', he was there because I thought he was one of the best guys on Clipper. He’s twenty-two, 6’4”, 200-lbs., strong, really good.

Dick Jennings of Chicago was the co-owner, he’s a very experienced ocean guy, and he and two guys he brought, Billy Waggoner and Jim Peterson — very good sailors, not ... I got to be a little careful here, don’t crucify me too bad, you can really murder me, but they were the guys who kept the boat running, in terms of keeping everything functioning, everything kept on going, and they worked like hell on the boat.

38: They were support people?

Tom: No, no! They were sailors, good sailors. But like when we pulled into the dock they’d start working on the boat. Immediately!

And this series was compressed into three weeks so that the maximum time you had in between any race was two days. And if there was anything to be done on the boat you had to be all assholes and elbows right as soon as you got to the dock and get it done so you are ready to go at the start of the next race. So having those guys there, and having them work on the boat — and Hank Stuart did that too; we have five guys who worked full time on the boat, never stopped!

We had a guy named Andy who didn’t sail with us, who was just a support guy. Billy and Jim sailed with us, but they were incredibly dedicated to see that the boat was ready and played a fantastically important role in our winning. Very imporant.

We had one other guy I was going to tell you about, a young guy named Jim Kinsey, who Dreyfuss brought. Dreyfuss is very clever.

Kinsey hadn’t done much ocean sailing, he’s a Laser sailor, 5’11 weights 195 and is a halfback on the college football team. He’s stronger than hell and a heck of a good sailor, and he did a lot of the offwind helm work where I’d get really tired. I mean I know how to do that, but it’s physically so demanding, but this guy Kinsey could do it for three or four hours under the most severe circumstances. So he was our heavy air offwind helmsman. See Dreyfuss knew that, knew we needed help in that area, because one guy just can’t do it all. So he got this guy who relieved me everytime it got tough. I just gave the helm to the kid and he just took over and I got to sit there and watch it — it was more damn fun, and I’ve never had the luxury before.

38: Do you drive most of the time in the short races, and as much as you can in the longer ones?

Tom: Yes, I drive a lot. Maybe forty percent in the Fort Lauderdale Race.

38: How did the boat hold up? Any damage at all?

Tom: Nothing, it was perfect. Not a single broken anything — no ripped sails, no broken gear, nothing.

38: Do you think the boat has the potential to sail to its rating as well as any other boat?

Tom: Without question. Yeah. In all around conditions, in other words light air, heavy air, upwind, downwind — that’s the best boat.

38: Do you think the ‘right’ shape has been found for the IOR rule?

blackaller Tom: That’s it. That’s it.

38: Where will the future progress come from?

Tom: Construction methods. Sails, techniques of sailing the boats. It’s going to be fun. I think it’s better, I like sailing when 38: Well, then it’s almost like one-design Tom: Sure. I like sailing contests where you are not trying to see who designed the best boat. I don’t understand who cares which designer designed the faster boat. I mean if you’re out in a sailboat race and you have a boat that’s, let’s say, rates the same as another guys but you re going a knot faster than he is, you win the race. Of course you’ll win the race, you can make all kinds of mistakes and still win the race; but, I don’t see that that proves anything. I don’t get any satisfation out of that — at all!

But if you’re sailing a boat that’s not very different from everybody s, if they are all pretty much the same, and you win the race, there’s a feeling of accomplishment.

38: Louisiana Crude was the obvious choice for the Admiral’s Cup, but the boat’s been sold. Do you regret not being able to sail it in the Admiral’s Cup? Tom: Not really, because I don’t like the Admiral’s Cup. The sailing in the Solent is terrible sailing. It’s almost exactly like mid-winter sailing in the bay. Its terrible! Awful! Lot’s of times there is no wind, the currents are ail over the place, there’s freighters coming in and out . . . and the Fastnet Race — that’s completely ridiculous! In my opinion the Fastnest doesn’t prove anything about anything.

38: Why is that?

Tom: Because it goes around points where there is so much current that you can t get around if you get there at the wrong time, so you have to anchor or hide behind the point and wait — maybe three or four hours, before the current changes. What does that prove?

Nothing! It’s kind of a beat-your-hairy-chest and say ‘I conquered the English Channel! Just for me personally, that doesn’t mean anything.

To a lot of people it does, but that’s not where I’m coming from at all.

38: Which ocean races do you like? How about the Sardinia Cup? Tom: The Sardinia Cup is fantastic! That is the best place in the world to race ocean racing boats, no question about it. It’s warm, it’s windy, and it’s fair sailing. Really good.

The S.O.R.C. is pretty good, too. It’s tricky, though, in that there are a lot of nuances in sailing it that if you don’t know then you can’t race.

38: Such as?

Tom: Oh, they go on forever. The Gulfstream is very difficult, the conditions getting in and out of Tampa Bay can be difficult, the pattern of the wind shifts are tricky — and there are a lot of windshifts and changes in velocity and like that. It’s not straightforward racing it s the opposite of racing on the Berkeley Circle where you start, tack onto port tack, go to the starboard layline, tack to starboard and go around the mark, and then have a race. It’s not like that at the Circuit.

38: It’s a test of versatility?

Tom: Yeah . . . well . . . yeah.

38: How about the TransPac, do you enjoy races like that?

Tom: I forgot to mention that, that was one of the highlights of my sailing. I sailed on Windward Passage in 1971 when she set the record, and was first in Class A and was first overall. That was very exciting for me, it was one of my first big ocean races. She set the record which has since been beaten by Merlin, but that was a lot of fun for me. That’s a good race! Because the conditions are all downpage 117

Maybe increase the tension of the transmission halyard?

wind it’s not — let’s say, boring, but, well, it could be boring.

Also the Transpacific YC has got the ratings pretty well screwed up, so that there — well, in my opinion they are messing up the race by messing up the ratings. They are making limitations on the ratings, how big the boat can be, for instance. I think that’s reaily bad because the TransPac Race was one of the last races where you could get any boat you wanted, no matter how big, and try to get there first. That’s what the the race is about, and to me that sounds like a lot of fun.

38: The one and only rule is to get there first.

38: You sail all over the world, how do you rate the sailors in the various countries?

Tom: All the sailors in all the countries always ask that. Ho, ho, ho. I was just asked that question in Italy last week. The Italians really want to know how their competition rates against the Americans and like that. I guess the answer is that in different areas it’s different. For instance, in Italy the competition in the small IOR classes, One Ton and under, is very fierce. Much, much more fierce than here.

In Europe the competition in the bigger IOR boats is probably about the same as it is here. All of their IOR compeition is a good as ours and probably better. I’m sure it’s better in One Ton and under, because we don’t have any good One-Tonners, or Half-Tonners or Quarter-Tonners here in the U.S. Europe is full of them, you have fifty boats in a Mini-Tonner race every weekend.

38: What do you attribute that to? Is it economics?

Tom: No! Oh no, because it’s the International Ocean Racing rule, and remember there are a lot of nations over there and they’ve got to get a rule which they can all race to, because they all race against each other. We ve got a big nation here and if we want to race under the stupid M.H.S. rule or the PHRF or whatever, we can just do that. We have enough boats to make a PHRF fleet or a M.H.S. fleet or whatever we want fleet.

They have to get together . . . it’d be like if you had to have a different boat to race in Nevada than if you race in California — it would really be a mess. It you had a rule where everybody could race againt each other, then it works. That’s what the IOR does. The IOR for us isn’t necessary because we have thousands of boats, but for Europe it’s very necessary.

38: Is nationalism big there?

Tom: Pretty big, pretty big. But the sailors aren’t too much that

I /

blackaller way.

In one-designs, the Olympic classes, the Europeans are very competitive. The Olympics is a big thing in Europe, much bigger than it is here, because of the international aspect of the Games. So they have good Soling sailors, good Finn sailors, good Toronado sailors, and they're going to come up with great Wind Glider sailors. In the Stars they are a little behind at this instant, but that changes. In the 50’s the Stars was absolutely dominated by an Italian who won three World Championships — shit, nobody could beat him. Then North dominated for a while, then Elvstrom won a couple of Worlds — you know, it flops around a lot.

38: What’ about in ocean racing? People often suggest that the New Zealanders and Australians are the best.

Tom: I don't know too much about those guys. I think in tough ocean conditions they’re very, very good because they get a lot of practice in the Bass Straits and all that. But that’s a pretty rarified part of any racing; when it does get tough they will win because they do have experience. I think it’s not surprising the Australians won the Admiral’s Cup in 1980 when the Fastnet Race blew everyone apart. I mean they absolutely wouldn’t have won if it had been a normal Fastnet; the Irish team, the Americans, the English, anyone would have won but the Australians. But they were the only guys who got through so they won it — god bless them, that’s great! That’s fine.

38: What about the state of boat construction these days. There were a lot of boats damaged in the Circuit, weren’t there, including one race where .they lost eleven masts and booms?

Tom: Yeah, the Lauderdale Race was extremely rough. That race was rougher than it’s ever been because we had a hard southerly down to Rebecca, and then the wind shifted and we had a hard northerly all the way up; it was a beat all the way. The boats got the shit kicked out of them going to Rebecca, and then turned the corner and Bam!!! got it again. The boats that weren’t prepared perfectly got screwed up. And like the new Scaramouche lost her mast, a couple of boats went down on the rocks — I don’t know what happened to them, their Loran’s were off or something.

38: But we re even talking about some boats having areas of the hull stove in.

Tom: Well, Bravura broke, she wasn’t built properly. Aries had trouble, she was built a little too light.

38: Doesn’t that concern you as someone who is trying to stay afloat out in the ocean?

Tom: In what respect? You mean fear for my life? Oh, I don’t think it’s a problem that way. I mean, there is a chance when you go out in the ocean in a little sailboat that if everything isn’t done right or the boat could break, in which case it might sink, and you might have to take to the liferaft. But I think the chance of that happening is far less than the chance of me getting in my car and going out on Highway 17 and getting wasted. A whole lot less. So no, it doesn’t concern me; although I’m not the right guy to ask about that, because I just race them.

I don’t think we were finessing our safety on our boat. Louisiana Crude was built as lightly and stiffly and ‘right on the edge’ as any

boat there, even closer probably, and she was the strongest, fastest boat I’ve ever sailed, just a magnificient sailboat! The boat would do anything. The boat . . . that boat would do much more than the crew would do — or the mast would do. The mast was — it faintly told us we were pressing it too hard and we had to come off the throttle in the Lauderdale Race.

38: Why?

Tom: Because the mast was going to come out of the boat. We were double-reefed with a No. 4 in 40 knots apparent with 18-ft. seas and we were jumping over the seas and out of the water and we were reefed down to the upper spreader and the head of the main at the upper spreader. The mast was bowing to leeward as we hit the waves, so I had too much backstay and mainsheet tension, meaning we had to ease the mainsheet and ease the jib just a bit; come off the wind a little, so that when we leaped up off these waves we could feather it a little bit, taking a little pressure off. So when we crashed down off a wave the rig wasn’t under complete load and from there the rig acted very nicely. In fact, we probably went faster — we were off the wind a little further, our speed went up to 7.8 when we cracked a little bit, up from 7.4 hard on the wind. I think our Vmg was even better and the boat was certainly unloaded a lot.

The boat is amazing, those are amazing numbers for a little 42-ft. boat. To go 7.4 knots hard on the wind with 40 apparent and 18-ft. seas, you know it’s hard to get them to go 7.4 knots here on the bay in smoo,th water.

38: Tom, what is it that makes you a good helmsman? Is it experience, or what?

Tom: Experience obviously has a lot to do with it. I also think I’m quicker than people ... I want to say I’m more alert but — well, I am more alert. I see things that other people don’t see.

38: Such as?

Tom: Wind on the water. Sails not trimmed properly. Jib lead that’s not right. Heel of boat that’s not right. That type of thing. Like I can call for the crew to move out one foot to stabilize the boat because it isn’t feeling just right; or move the jib lead forward or aft or in or out; or see a piece of wind in the water and know which direction it’s coming; or look at the boat two miles away and know if he’s lifted or let; look forward and see if a new wind coming is coming from this side or that — all those things.

38: Is that intuition or are you super-sensitive to it?

Tom: I’m super-sensitive to it. And quick at it. Like in starting I’m good because I’m quicker than most people. In match race starting it’s quickness that counts. There aren’t any set patterns to match race starting, so on the helm of a match-racing start you just have to be quick, you can’t wait for anyone to tell you what to do, you can’t wait to react to what happens, you have to Bam! do it. I’ve seen a lot of guys try to steer in a match racing start and try to get advised by their tactician or wait til something happens and react to it, but by that time it’s too late.

So being alert, being quick, being quick to act, and being really sensitive to sail trim, crew position — all those things are important.

38: You have a lot of confidence. When you go to a regatta do you feel like you always should win it?

Tom: It’s funny, I guess I kinda do, but right before a big Star race with fifty to eighty boats i look at all these guys, and I’ve listened to them on the dock for three or four days, and they’re all ready and all so fast and their sails are all so good — then I actually wonder how I’m going to compete with all these guys who are so sure they’re going to win. But I always compete with them, after two or three races, forty-eight or forty-nine of them are blown out the back end and there’s only two guys left and they’re always the same guys. So there’s something going on.

• , 38: Do you think you work harder than most people? At the Metro Seminar you said you took five-minute time checks for the windshifts, does everybody do that?

Tom: Oh sure, they’d better! Anybody who is really into racing

blackaller hos to do that. There are certain things you have to do; you have to measure the wind, get a feel for the wind pattern, you have to get a feel for how to trim your sails to when you come off the starting line you don’t have to be farting around with so what position to have the mainsheet in . . but you have to do all that, and it’s not that hard.

Just get out there half an hour early and do it.

Actually, if you’re really serious in a one-design race where you have a 2V2 mile beat or something, the best thing is to get out there an hour and a half early and sail the entire first weather leg. I’ve done the best when I ve done that; when a series is really important to me I d do that. That takes getting up early, getting in the boat earlier, and I don’t like that, but I do it. Actually, the crew I’ve got in the Star how pushes me harder than anybody has, and that’s really good for me because at this stage in my life I need pushing. I will tend to be a little lazy normally, not too, but .

Sears Point Raceway with the. Formula Ford.

38:, Do you still enjoy sailing as much as you ever did?

Tom: No. No, that’s why I’m racing cars. What I really enjoy now is racing cars. I just can’t ... I live to race cars!

38: What kind of car do you have?

Tom: A Formula Ford. I race it at Sears Point next Saturday and Sunday, then I race the Star in Western Hemispheres in New Orleans, and then do the pro race at Laguna Seca May 1. Pro Formula Fords, and Formula Atlantics, and Can Am cars.

38: Is there a favorite ocean racer you’ve ever sailed on?

Tom: Well, Louisiana Crude is the best boat I’ve ever sailed on.

Period! Bar none! Fastest on all points of sail — gawd, just a magnificent sailboat. No question. And it’s not just because that’s the latest thing, I mean I’ve sailed on lots of sailboats. And that’s it.

38: Are you the ‘king of the hill’ that guys coming up shoot for?

Tom: Yes, and that’s an unpleasant part of sailing for me. Like in a race, if I get back in the pack I get pretty murdered 38: People dump on you?

Tom: Lots. It’s unpleasant, it’s one of the things I have to learn to cope with better than I do. I get upset when a guy — like when a twenty-fifth place guy will do something really bad to me. I get mad!

But, that doesn’t help me and it doesn’t do any good.

You know, it’s O.K. for him to be doing it, it really is, I’ve got to learn that it’s O.K. for him to do that, yet . . .

38: How important is the psychological stuff? Two years ago with the Six Meters you and Turner were yelling and swearing at one another, is psyching out fun and part of your racing?

Tom: No, no. The yelling at the starting line of a match race is a — it doesn’t have to do with psych at all, it has to do with the rules and positioning your boat with respect for the rules. The rules are very tricky and concise and the control of a match race start absolutely goes to the one who uses the rules just right.

Take a situation where the guy on the windward side starts to come down on you, and ... he pushes you off the line, and that’s illegal for him to do. You’ve got to yell at the him “Stop!!” or you’ve got to luff him, and if he doesn’t respond you’ve got to protest him or else he wins the start. See, so a protest is entirely moral, and something you’ve got to do or he’ll get the start. You have to call him on it, so there is a lot of talk, you know “Don’t come down no further!!” — there’s an awful lot of that.

Now, there’s a few expletives thrown in, as that happens to make the guy know that you mean he better fuckin’ well not come down, ho, ho, ho, ho. You’ve got to! If you don’t, if you’re a pussy on the starting line, they’ll just walk all over you, and you might as well not be there.

•

38: Are there one or two things that the average bay sailor can do better to dramatically improve their racing?

Tom: Yeah. The biggest thing that happens on the bay for people who don t have the time to sail too much is they really neglect th< lr crew work. People have got to practice crew work, because the buy has a lot of wind and short courses, and if your crew isn't functioning properly you just can’t sail!

38: What should a guy do with a 33-ft. racer-cruiser he races PHRF? Tom. He s got to do the best he can to get a permanent crew and not even really worry too much how good he thinks the crew is. Get guys that will come and be there with him, and get that group to spend a reasonable amount of time practicing. I mean, obviously people can t practice all day and everyday, but maybe one night a week — a Friday night race or something. Or maybe just go out for three hours to practice on Wednesday evenings from 5 to 8.

38: Any specifics to work on?

Tom. Just practice all the maneuvers. Settings spinnakers, tacking, jibing, changing jibs, and there are big benefits to sailing the boat, just sailing the boat with your crew. That way they get used to trimming the sails and they feel at home on the boat. Then when they get on the race course they are going to be a lot better, and in a tight situation they’ll be comfortable. They’ll make it work!

But as it is now with a lot of people, they get in a lot of trouble, they can’t get the spinnaker down or they can’t tack or can’t jibe, and it loses them a tremendous amount of time. So that one thing, practice, will raise anybody’s level of competition very rapidly. And it can be a lot of fun, too, get a case of beer and learn the boat and learn the crew.

38: What about relations with owners. Do owners expect too much of you too often?

Tom: No. No. 38: What do they expect of you normally?

Tom: The best thing to do with me is to let me sail the boat and not bug me. Most of them do that. That’s what I do best,.! sail the boat.

I really don't have any trouble with that, I don’t. The only trouble I’ve had was last year . . .

38: And it was parfly our fault . . .

Tom: Partly you didn t help. At all. When I think about it, it was actually Jim Gannon’s fault. Ho, ho, he’s a very, very bad guy. continued to page 131

MOVING ABOARD i

Anyone who enjoys moving (changing residences, I mean) is a certifiable candidate for the funny farm. Those who have had the experience of moving from house to boat find they are less than a fathom away from the ha-ha house, even if they didn’t enjoy it.

Yet, 1 don’t know any boat-dwellers who will confess to the trauma they had in the transition. “You simply get rid of lots of sutff and take what you use and you’re happy," is all the advice my husband and I got.

Barnacles! That advice is loaded. First of all, you don’t “simply” anything. Second of all, whaddya mean “get rid of”? Third of all, how do you know what you use lentil you use it? Finally, happy is a state that occurs gradually, after months aboard, when you are finally, comfortably settled.

My husband and I made that move from 3-bedroom house to 33-ft. Alajuela cutter just before Christmas. The whole business is still fresh enough in my mind to cop to the fact that it wasn’t easy. But then. I’m not writing this encumbered by a straight jacket, either, so I consider it a successful venture.

At the risk of incurring the disdain of longterm boat-dwellers, I’m willing to share what I learned with those contemplating The Move.

— Getting Rid Of — We began six months before the actual Moving Day. The first thing we did was clean

out closets. All of‘em. Nearly all the stuff we dress with feather trim for used clothing discovered during this process was easy to let v prices and gave me half the money. That go of. We hadn’t used most of it in months brought in about $300.

— make that years — so we had no qualms Dennis put ads in the newpaper for his

,:

“By the end of the month we were eating on the floor, sleeping on the floor, and sitting on the floor, but we made $2,000 and everyone was satisfied."

V---7about putting little stickered price tags on each piece and taking the whole mess to the flea market.

That took two full pickup truck loads and as many weekends. But it earned us $500.

Whatever was not sold, we donated, dropping it off at the Salvation Army on our way home.

Flushed with success, we began step two, four months before M-Day — getting rid of stuff we liked. I took three VW Bugloads of clothes to consignment shops where they priced, displayed and sold such treasures as my floor-length backless cocktail

roto-tiller, radial arm saw and other big, land-only items.

There was a reasoh for the premature elimination (the garden was still growing in the backyard when we were selling the gardening tools, for instance). We had discovered a maxim about selling things during the days when we needed rent money and sold things to get it.

MAXIM: What you have to sell quickly, you must sell cheaply. In other words, to get the maximum fair value for things, you have to have time not to lower your prices. It took us two ads running two weeks to get what we wanted for the composter, but we got it because we had the time to be patient.

Step three in “getting rid of" began the hard part. Now we were down to things we liked a lot. Here’s where friends, relatives, co-workers and casual acquaintances came in. Ours were convinced we had lost our sanity, but they were also willing to take some of our possessions off our hands.

T 1 wo

months before M-Day we began selling furniture. All of it. In preparation, we browsed a few furniture shops to obtain an idea of its probable worth. This was wellworth the little time it took because it prevented emotional price-lowering.

Friends had an emotional investment in our furniture. They had sat on our couches, slept overnight in our waterbed, met around our kitchen table. A typical exchange would go something like this:

■

WITH A.L.T.A.P.

Friend: So, uh, how much do you think you want for your waterbed?

Me: Two hundred dollars.

Friend: I really like it. I mean, I don’t have one and I can’t afford a new one.

Me: Two hundred dollars.

Friend: I get paid in two weeks. Will you hold it until then if 1 promise to buy it?

Me: Sure. Sold.

By the end of the month, we were sleeping on the floor and eating on the floor and sitting on the floor, but we made two thousand dollars and everyone was satisfied. We, because we got the prices we thought fair.

Our friends, because they got good furniture with good memories in it. There were only two pieces left. We put ads in the paper and sold them at the prices we wanted. We were still not rushed.

We were still making trips to the flea market, however. We sold the toaster oven, deep fryer, blender, a box full of T-shirts and other clothes too tacky for the consignment houses. We had a couple of yard sales and sat on the front porch drinking beer while strangers pawed through our prizes and bickered over quarters.

Not easy, but each yard sale made at least $50, and the flea market was still bringing in $150 a day.

One month before M-Day things got really tough. We were now in a position of parting with things we loved. These included: an antique Victrola, walls full of paintings, fifty houseplants, hundreds of books and records and items classifiable as bric-a-brac (valuable only in sentiment).

We rented a mini-storage space. I packed up my pottery dishes, five boxes . of books,our camping and backpacking gear and some of the bric-a-brac.

There were also four boxes of things I thought we would eventually want on our boat, but were not absolutely necessary for survival. These held such wonders as candle-holders, stained glass hangings, small

why do you need two toolboxes of wrenches when we only have one toilet?

artworks, my crystal wine glasses and matching cut-glass decanter.

The Victrola and all our paintings (including three signed Dali lithographs) we loaned out for what we have begun to call “the duration’’. The duration is defined as that time we are content to live on our boat.

It could be two years or until senility sets in.

Meanwhile, our friends and relatives are env

page 121

joying our valuables, they are insured and still belong to us, should we ever “come to our senses and move to a decent dwelling” as they put it.

We gave away the houseplants. They represented too much TLC to sell for a pittance, and they are now thriving in homes

A.L.T.A.P.

we visit. We gave away the records, too. In exchange for most of our albums, our friends made cassette tapes for our mini-stereo.

The books were the toughest part for me.

Everyone has a favorite collection and mine happens to be books. Even if I haven’t read them in years, I like having them around me.

I worked on this problem by taking one box at a time to the used book store and trading for credit. I gradually, not quite as painfully, whittled down my collection and accumulated $300 worth of future books. Guess what everyone gets for Christmas for the next decade?

— Only What You Uses — Now we were down to “only what you use.” We thought.

The actual move was a test I am sure compares with passing the bar. Presumably, one would not move aboard with anyone other than a dear loving close friend. Even so, this act of attempting to find places for two truckloads of stuff in a one truckload space would try the patience of Romeo and Juliet.

“Why do you need two skillets and three pots when we only have three burners on the stove?” queried my Romeo.

“What do you need two toolboxes full of wrenches for when we only have one small toilet?” retorted his Juliet. And so it went for the two days it took to complete this little drama.

\A/hat we learned: A.) the art df compromise is invaluable in such situations. “Ok, I’ll put the batik sofa pillow in storage if you leave your bar-bells in the dock box.”

B.) every person must have at least one small space to fill with whatever she/he wants. “This is my locker, and I can put my

From the looks of their smiles we figure she's got a pot snuck away in the head and he's stashed some vise grips in her pot.

understand what it means. What you end up doing is stowing the wok under a seat someplace and having to move two visitors and the seat to get it out. What you finally end up doing is going shopping for a 10” wok.

Experience is the best eliminator. Don’t let other people tell you what you need and what you can do without. Take what you think you need and put it wherever you can.

You will discover whether you want to keep it or not.

Well-meaning boat-dwellers advised us to leave the crystal wine glasses in storage, for example. “They’ll shatter the first time you jibe,” said they. I didn’t listen. I’m glad. I store them with my underwear so they don’t shatter when we jibe. And the touch of class and the pleasure they bring (and hold) would be well worth it even if they were to end up in pieces tomorrow.

Y 1 ou give up a lot of things to be able to live on the water. Giving up the enjoyment of the water seems like defeating the purpose of it all.

A boat may be a boat, but it is also your home. And a home feels like people live there.

— Happy —

“I’ll put the batik sofa pillow

The big question: Was all that sacrifice work it?

in storage if you leave your

The big answer: YES!

bar-bells in the dock box.’’

fur jacket in it if I choose.”

Space is premium on boats. I know, you’ve heard that before. I had heard that before. But unless you try to put an 18” wok in a 10” galley locker, you don’t really

salon, you need to make a way to secure them, that’s all.

There’s nothing more frustrating than trying to stow fifteen breakable items in one small galley sink so you can cast off. Many sailing live-aboards have relinquished the joy of a spontaneous afternoon on the bay because it’s too much of a hassle to get ready. Little hammocks that hang in corners, custom racks built right into an otherwise usuable shelf, plastic holders on the inside locker doors all help to alleviate that unnecessary sacrifice.

We haven’t missed a thing we left behind.

We gained a freedom that comes from light load, light heart.

It’s true, things are apt to fall around when you sail. That does not mean you have to get rid of anything breakable. It means you have to adapt here and there. If you want to have glass jars in the galley and wine bottles in the

T?

Finally, after all these months, I am ready to tackle that mini-storage space.

Would anyone like a batik sofa pillow? An 18” wok?

— january riddle

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350 CaliforniaStreet San Francisco,CA94I04 (415) 956-6620

Service.

7eW.EBS-.Pror foster

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%‘S***> Exclusive Agent for the CLASSIC YACHT ASSOCIATION

S»”Fra”94fo*

OIL PORTRAITS

*

I am sending you this information in the hope that you can utilize and will utilize your great lever of the ‘press’ towards the environmental aim of keeping oil wells south of the

V

ALL PHOTOS BY LATITUDE 38 border as long as possible. I find it truly upsetting that immediately upon Mr. Rea¬

Below, one of the sights in the Santa Barbara Channel. At right, the slick surface water reflects a mirror image.

<

gan’s inauguration he undid one of the good moves of Jimmy Carter; that of declaring land/sea between the Farallones and San Francisco part of a national preserve. Now, these waters could soon be bespeckled with the hum of pumping oil wells. I think Latitude 38 is a fantastic magazine read by so many people involved with the sea. You are a perfect vehicle to inform the public that we may soon have a few more navigational aids in the Buckner race.

In summary, two-hundred forty-two oi! wells will be approved for eventual development by June 1, 1981, unless public outcry can prevail. The accompanying industry, population expansion, . . . well, it is obvious the area between San Francisco and the Oregon border would be dramatically altered. We can only speculate as to the outcome of placing oil wells on earthquake faults — no more dangerous than nuclear power plants I suppose. Too, it is rumored, I am not sure how accurately, that there is relatively limited oil off the coast of northern California. Xhe sale of the land then becomes a legislative gesture, a precedant aimed at all the good work California environmentalists and the Coastal Commission have accomplished over the past ten years or more.

At any rate, I hope you can find the space in Latitude 38 for some information regarding the Proposed Notice of Sale for the offshore oil well drilling tracts. 1 view this public forum to be of great interest to anyone involved with sailing and the sea.

Sincerely, Alexis Monson Berkeley

iSIR I

-

For those not familiar with her, Alexis is one of northern California's more active offshore racers. A TransPac veteran on Sweet

Okole, she sailed on that boat in the Clipper Series until the mast fell down. After that, we heard she was headed to Australia on another

sailboat,

whether she

made

it

to

Australia before returning to Berkeley, we're

page I 25

OIL PORTRAITS

is®

-

.

1

f:

'

V .

•

. '

;' : atei . WmBmMmlm

Santa Barbara Channel waters are often tar-covered from natural seepage. It's been this way as long as anyone knows does taking oil increase or decrease natural seepage? not sure.

Alexis enclosed some further information on

the subject of oil leases in

California.

northern

The following is apparentlyv a

reprint of a handbill that gives the background from the environmentalists point of view:

DECISION REVERSED ON LEASE SALE 53 Santa Cruz, Bodega, Pt. Arena and Humboldt Basins may be opened to offshore drilling this May

WHO? WATT? WHERE? In a reversai of the decision made last October by the Carter Administration, the new Secretary of Interior James Watt on February 11 announced that he was reinstating the northern four basins of Lease Sale 53 for possible leasing to the oil companies this May for offshore drilling.

Although this step is not the final decision, there is every indication that he intends to leave these four controversial areas in the sale when he announces his fi-

/

/,

v.-:

nal plan on May 1. This means that unless we can manage to yell loud enough to1 change Watt’s mtnd within the next sixtydays, we will be seeing drilling rigs along the Santa Cruz, Marin-Sonoma, Mendocino, and Humboldt coastlines as early as next year. This reversal of Cecil Andrus earlier

Seduced and abandoned, an inoperative oil platform just south of Conception, 0

decision has brought a storm of protest from elected officials at all levels (the Governor, State Legislature, local Boards of Supervisors, and the California Congressional Delegation) and resulted in a nationwide media controversy. wAtt TO DO . .. ,

Secretary Watt said that he was doing this because California “had not had a chance to comment on the Lease Sale 53 proposal with the northern four basins in it.”

WE ARE ABOUT TO GIVE MR. WATT THE COMMENTS HE REQUESTED.

HERE IS WHAT YOU CAN DO RIGHT NOW Phone Western Union toll free at (800) 257-2241 and ask to send (and bill to your home phone):

1.) A MAILGRAM (50 words or less) to: Secretary of Interior James Watt, 18th and C NW, Washington, DC 20500.

a

OIL PORTRAITS

2.) A PUBLIC OPINION MESSAGE (20 words or less) to.

WE ARE GOING TO BURY MR. WATT’S DESK IN TELEGRAMS . . . IT’S UP TO YOU. N.

President Ronald Reagan, The White House, Washington, DC 20500.

Our collective action has worked before and it will work again. Keep your message short and to the point. Please don’t delay.

20, 1981 Peddler & Commentary indicates

And enclosed excerpt from the February what areas are involved:

The proposed sale notice includes thirty tracts in the Eel River Basin offshore Eureka; thirty tracts in the Pt. Arena Basin offshore Mendocino County; 8 tracts in the Bodega Basin offshore Sonoma and Marin Counties; 59 tracts in the Santa Cruz Basin north of Monterey Bay; and 115 tracts in the Santa Marina Basin offshore northern Santa Barbara County and San Luis Obispd CountyThe proposed sale notice issued in October included only 115 tracts in the Santa Maria Basin covering 606,277 acres (245,357 hectares).

The tracts included in the proposed sale are as far as 27-miles offshore. The tracts lie in waters from 162 to 2,437 feet (50 to 750 meters) deep,

Alexis — We know we're going to catch all hell from both sides on this issue, but here’s

v

the way we view the oil rig situation. We feel there

are

two

excellent

reasons

against

building the rigs. The first is that they’ll create a tremendous hazard to navigation in these frequently rough and foggy waters. There are only about thirty such rigs in the Santa Barbara Channel and we’re far from the only

"Turn back or we'll refine you into STP!"

ones who have come perilously close to hit¬

mute is that we ,sailors don't have much

deathly dangerous stuff such as smack and

ting them or their support equipment in pea-

claim as ocean environmentalists. Afterall,

speed.

soup fog.

are

we

not

the

ones

who

introduce

We fear that the general population will

The second suspicion is that the amount

thousands upon thousands of gallons of

take your earthquake-oil spill disaster warn¬

of oil down there currently doesn’t justify the

powerful poisons to the bay and ocean each

ings as just a bunch of shrieking. Afterall.

abrupt change in policy. As we understand

year in the form of bottom paints? What

there have been many earthquakes in the

it, estimates indicate there is only enough oil

other group can claim that? And how can we

Santa Barbara Channel and even one major

to supply the United States for eleuen days.

kid ourselves, that stuff has one purpose —

spill, but ‘Joe Visitor’ would be hard-pressed

Nevertheless, we would be straining our

to kill marine life. How can we defend en¬

to find any indications of severe or lasting

conscience to get very vehement about our

vironmental proclaimations in view of such

damage to either fishing — or that sacred

opposition to such rigs:

anti-environmental behavior?

cow — tourist industries. And if you lose

For a couple of

reasons.

Number one. We, os sailors, consume oil

We’re also concerned that in the long run

your credibility on oil, what’s going to hap¬

excessive vigilance against oil may backfire

pen when we get to the heroin of energy,

and oil products at a prodigious rate. Our

radioactively in our faces. It wasn’t too long

nukqs? We personally prefer to save the full

boats are made of fiberglass, the dacron used

ago when the word ‘environmentalist’ had a

value of our credibility for opposition to that

for our sails comes from oil. So does our foul

positive connotation, but as a result of what

problem, figuring we and the environment

weather gear, inflatables, plastic blocks, and

some folks perceive as unchecked zeal, a

can survive an oil spill, but not a reactor

other gear. That’s to say nothing of the fuel

growing percentage of citizens use the word

disaster.

and lubricants we use for our auxiliaries. Be¬

interchangeably with ‘asshole’.

ing such heavy users of oil in our recreation,

problem. If you’ve got a different view, write

how can we keep a straight face white in¬

ecology usually vanishes in the face of any

to the addresses published earlier in the arti¬

sisting

self-interest,

cle. As of the last we^k in March, there is go¬

should

drill

for

their

goo

a

population

whose

That's the way we currently look at the to

oilers

To

dedication

wordings against oil rigs may

elsewhere? Who are we to tell them to limit

have the same unfortunate effect of the ad¬

ing to be a six-month “public comment"

their dirty work to Texas, Alaska, the Middle

monitions

the early 60s.

period on the subject. Get out your pens and

East, and southern California

When

discovered that pot didn’t

pencils and tell the appropriate officials what

—

to any¬

where but our own front yard?

A second reason our opposition is nearly

it

against pot in was

always make people into raving maniacs, many

kids

ignored the

warnings against

you think about the situation.

—

latitude 38

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This could be the boat you’ve been waiting for. Includes DeWitt sails. Call for details — $34,500

SANTA FE YACHT SALES 320 WEST CUTTING BLVD. • PT. RICHMOND, CA 94807 • (415) 237-3251

BROKERAGE, FOR SAIL 9V:' Dolphin Nesting Dinghy.$ 750 24' Bristol. 10,800* 24’ C&C Nlagra — sharp.16,900 25' Erlcson w/trlr.14,900* 25' Hunter.9,750 25’ Irwin. 11,900 * 27' C Jtallna.otters 27' Sun Yacht, Perry-designed.24,400* 28' Columbia.-.16,900 * 30' Islander, clean.33,300* 30’ Tartan.39,900* 30’ Motorsaller (wood).14,500 30’ S2 ctr. ckpt., '80. low down, take over .49.800 firm * 31' Bombay Pilothouse 49,500 32' Columbia 9.6. 38.000 * 32’ Tahiti ketch (Dreadnought) f/g. .47,500 * 35' Fantasia 75,000 37' Islander . 47,000 37' Tayarta, salty and fast.78,000* 39' Ingrid. 55,000 * 40’ Columbia.52,000 * 40' Challenger.92,500 42’ 1893 F Stone sip., clean.22,500* 43’ 30 Sq. Meter. . .16,500 45’ Matthews Cutter.29,500* 47’ Cheoy Lee Offshore, best on the coast.135,000* 48' S&S yawl, bluewtr. cruiser.90,000 50' Ingrid Crosby, nicest.129,000 BROKERAGE, COMMITTEE BOATS 22’ Bayllner, clean.13,500 23’ Crosby Tug offers 25' Chris Craft Sea Skiffs (2).offers * 23' Vashon Pocket Trawler (NEW) 22,400 42’ Grand Banks Europa 211,000 REPO SPECIALS - GIVE US AN OFFER! 23' Thunderblrd 1.0.

26' Nor'Wester 30’ Trojan *

★ AT OUR DOCKS NOW!

blackaller continued from page I 19

That s actually the worst experience I’ve ever had in sailing. You know, I have a great desire to do what I say I’m going to do, when 1 say I m going to do it, and when I had to get off that boat, I didn’t like it all not in the least. But in all the experiences I’ve had in boats, to have one little one like that, I don’t think that’s bad. Most of them have been really fun, getting to meet different people and being with different people. It’s really extremely enjoyable.

38: If someone wanted to be the Tom Blackaller of the future, how would they do it? Some young kid.

Tom: You have to do one-design if you want to be a good sailor.

You can’t learn it in big boats, you just can’t do it. You need a grounding in dinghies.

It’s going to be interesting to see what happens to John Bertrand, he’s obviously the best dinghy sailor in the world, and to see if he can translate that into bigger boats — he seems to want to go further with the big boats. He’s sailing with Irrational now, and the Six Meter, he’s doing all that stuff and wants to do the whole thing, the 12 Meter with us. So he has greater aspirations, it will be interesting.

38: Sail much on the bay this spring?

Tom: Not too much. We’re doing this thing, a friend of mine, Clay Bernard has ordered a fractional-rigged 50-ft. Laurie Davidson,

40-rater, and it s being built in San Diego and he’s going to race it in the Big Boat Series. - I’ll be sailing with him, that’s going to be interesting and will sort of be this year’s project on the bay. It’s going to be called Great Fun; his Quarter Tonner was called Fun. 38: Let me ask you about the boats selected to the Admiral’s Cup

Tom:( They just changed that today: Intuition, Stars 'n Stripes, and Scaramouche.

38: Are the boats honestly rated? There seemed to be big discrepancies in ratings after the Circuit.

Tom: There are lots of rumors flying around about Acadia's rating going up, and Williwa’s rating going up, and there’s all kinds of explanations for that. For instance, both Williwa and Acadia were measured in fresh water when they got their certificate 38: Are you sure that’s legal?

Tom: Sure it’s legal, of course it’s legal! That boat looks like it weighs more in fresh water than, in salt water and the rule is super * sensitive to the weight of the boat. So you’re a fool if you don’t measure your boat in fresh water, they all measure them in fresh water.

38: Thank you.

Riddle of the Month Question: How are Classy Classifieds like chocolate bars?

Answer: Because they are getting smaller and more expensive. . We hate to do it folks, but we have to. We desperately need the space for additional editorial copy and more revenue to meet the growing demand for more copies. You still get the same great 40 words, and even better exposure — and no chocolate mess!

FOLKBOAT 1960 Anderson built, mahogany on oak, 2 sets of sails, full spinnaker gear, dinghy, extensive inventory, 7.5 hp Honda, $7,900. Job pressures force sale. (916) 722-8053 collect, after 5 pm

SPENCER 45 ctr. ckpt., 76. Blue wtr.cus. cutter, perf. cond., Airex 100% teak inter./decks, 72 hp dsl., 3 kw, handpres. wtr., eng. driven/1 lOv refrid., 2 d.s., all instruments w/repeaters, windlass, twin poles, 11 winches, auto. & Aries vane, dsl. & 110v heat, huge list of cruis’g extras. Consider real estate trade. (415) 531-3277.

SAILBOAT, 78 — 14 FOOT HOBIE CAT KEOKE Exc. condition, includes trailer & two life preservers. Phone: (209) 982-5383 weekdays after 6 p.m. $1835. Must see to appreciate!

LASER WITH TRAILER 1974 Laser in good shape, yellow hull, selfbailer, wood centerboard & rudder. Comes with black Hylands trailer in great shape. $800 complete. Also 12' alum, rowboat w/oars, oar locks, motor mount & anchor. $165.

(415) 851-8828

DO YOU LIKE TO SAIL? BOt 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 (415)745-5814

CAL 29, Great Buy. Fully equip, for cruis’g, rig. for snglhnd’g, k.m., fatho., Plastique compass, radios, auto., w/vane, gas stove/oven, kero, htr., pres, wtr., Unifrig., 5 Barlows/Barients, 2 anchors/chain/rode, spin, gear, (lodger, Avon, extras. Price neg., owner will help finance. (408) 462-2118 or (408) 427-1293.

PILOTHOUSE CRUISER ’79 Nor’Sea, inside steering station for allweather cruising, dsl. w/400-mi. range, bristol cond., many extras — Alameda berth — excellent financing.

(415)521-2374

WANTED: TO TRADE EQUITY in a 28’-40’ sailboat for up to $33,000 (appraised wholesale value) in ivory jewelry. Call Ray (916) 487-9583 or write 2532 Hernando Rd., Sacto, CA 95825

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47’ CUSTOM KETCH Cruised 10,000-mi. to So. Pacific. Fully equip, for cruising or living on board; 11 sails etc. One of the most beautiufl boats in the bay area. $175,000 by owners (415)521-3212

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CHARMING A-FRAME HOUSEBOAT Living room uniquely designed for entertaining around conversation pit and fireplace. Cozy sleeping loft. Wonderful views of Mt. Tam and the waterfront. Offered at $60,000.

SCOTT-McCALL & CO. — (415) 383-6450 or 332-2959 page 131

Expert Marine Repairs at Reasonable Rates All aspects of wooden boat restoration & maintenance with particular regard for continued freedom from worm and dryrot dartfage & structural failure. Meticulous craftsmanship.

Surveys & maintenance.

841-6500 ext. Charlie Noble

CLASSIC CUTTER 30’ strong seaworthy wood double ender for sale. Exc., cond. w/many extras. 36 h.p. dsl. aux., 85 gal. fuel, 95 gal. water, canvas boat cover. $23,000.

Ken: (415) 785-3075(e); (415) 859-5867(d)

1979 SANTANA 28 Sailboat for comfortable, safe cruising. Sips 6, 100% upgraded rigging, 3 sails, incl. club jib.

Stove, Volvo dsl., many extras. Berth avail. $33,000 financing. (e)(415)593-2596, (d)(415) 859-5870

CORONADO 15 w/trailer, sails, life jackets, and oar. Start summer sailing now! For sale cheap, $1100 or best offer. Call after 6:00, (415) 843-3276.

GUEST CREW WANTED San Juan Islands to Queen Charlotte Islands.

50-ft. ketch; share expenses. 3-weeks Inside Passage; 4-weeks Queen Charlottes; 3-weeks West Coast Vancouver Island. Can take up to 4; all or part.

(408) 425-1766

ERICSON 27 ...

New sails, overhauled motor, customized interior with many extras for super cruising.

Cockpit cushions, cockpit table, tent, etc.

(415) 934-1897

WANTED — CRUISING EXPERIENCE Enthusiastic novice anxious to crew. Avail, for up to 2-weeks April/May. Also weekends.

Capable, reliable, & dying to get the ground out from under my feet. Will happily share expenses.

Leila: (415) 751-1576

WANTED - SAILING RIG FOR EL TORO Fittings too. Rudder, Centerboard, Etc. Call Jonathan White: (415) 479-2873 or (415) 883-3588 (lease message)

CREW POSITION WANTED 25-yr. old Englishman seeks crew position (racing or cruising) on a one-off or regular basis.

Extensive cruising exp. — North Sea, Mediterranean, Caribbean, etc. Anything considered.

Henry: (h)(415) 388-5127, (w)(415) 951-8308

EQUIPMENT SALE Main sail, Ranger 33, Hood, new; Strobe Navy M.O.; 15-man Navy liferaft; 10 gal. propane tank/gauge; S/S sink; Evinrude 9.5 long shaft o.b.; alcohol 2-burner S/S stove; Davis plastic sextant; marine head; kero. htr. 457-7319

SANTANA 22 Exc. condition. ’78 6 hp Johnson, 3 sails, Barient winches, d.s., epoxy-coated keel, new mast & standing rigging. Completed successful cruise SF to LA. Choice of Sausalito or Berkeley berth. $7,000.

(415) 527-1863

CORONADO 25 — ’68, very good cond. Heavy rig, 3 sails, pulpit w/lifelines, Barients, many extras. Berth. $7,500/offer ... COLUMBIA 28. ’69, Volvo dsl., AC gen., elec., frig., stove, 4 Barients, roller furl main, berth, needs work.

Reasonable. Offer. (415) 755-0588

MARINE SERVICES TECHNICIAN The Bay Area Marine Institute offers a full-time, 10-month program blending technical & theoretical instruction w/hands-on experience for careers in the small craft industry.

Contact: B.A.M.I., Pier 66, San Francisco, CA 94107 (415) 552-4500

RAINBOW CHARTERS New Zealand Yacht Charter operators Roger & Evelyn Miles are visiting California in May & June to promote bareboat charters.

For a personal discussion, contact .them through New Zealand Tourist Office, no. 970, One Maritime Plaza, San Francisco, CA 94111. (415) 788-7404.

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BOAT WANTED BY BIG DREAMERS with small budget. We hope to buy a 35/45’ f/g or wood sailboat. We expect to work to make it suitable for liveaboard now and cruising later.

Sound hull & deck are a must, interior condition not as important. Are you a sailboat owner who will take a low down-payment & finance the balance at a reasonable rate until refinancing can be arranged? Maybe a contract of sale or lease-buy option? Call Karen or Roy (415) 883-5184 after 6.

SANTANA 22 NO. 5137 White w/blue deck; clean; naugahide cabin/forward cush.; fully race equip.; run. rigging on bridge on top cabin; adj. bckstay/jib halyard/boomvang; traveler; outhaul; tiller extender, etc. 5 hp o.b., new DeWitt lapper. $7,750. (415) 228-4944

CLASSY CHRIS CRAFT 1953 Chris Craft Riviera, the best in the west, fully restored, this boat’s bilges are cleaner than most boat’s brightwork. Powered by a new Chevy V-8. A fantastic ski boat that always draws looks.

Call (415) 461-5653

AHOY SKIPPER! Need a Hand? Painting, Varnishing, Mechanical or Woodwork.

I Repair, Restore, and Refinish — have done so for over 20 years. New to Bay Area, I offer low rates while estalishing reputation. References Available.

Steve — (415) 388-6390

HANNA 42 Flush deck, center cockpit ketch, built in 1964, planked hull, 60 hp dsl., aft cabin, 2 heads, ideal long-range cruiser or liveaboard, very good condition — $59,000. Appointment only.

TOM KIMBALL — BLUE DOLPHIN YACHTS (415) 865-5353

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JUST BACK FROM CRUISING? TRADE: You can trade your cruising sailboat for my Petalum_a home. I’m leaving everything that won’t fit on a boat. House value: $89,000.

NOR’SEA YACHTS (415) 332-5181

PATHFINDER SELF-STEERING VANES "Successfully Used For Years" Call Bill Paulson; 453-8722 4 54-9285 Western Sales Mfg. Co., San Rafael, Ca.

BOGART & GORING Sailmakers, Alameda sails, repairs, cleaning dodgers, cushions, tanbark cloth.

(415) 523-9011

USCG LICENSED

CALL.

523-0800 X

Fast |Z' Insurance POWER AND SAIL 415-763-4840

CHARTERS - YACHT DELIVERY

GSan ^Francisco ^Sailing ^School 1130 BALLENA BLVD

ALAMEDA

3450 LAKESHORE AVENUE. OAKLAND, CALIFORNIA 94610

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HOLIDAY 30 SLOOP — Mahogany over oak, outstand. cond., recent survey, appraised $21,000. 6 sails, spin., full cvr., sips 4, head, eng. completely overhauled. Superb wooden boat, no rot, ask. $16,800 (must sell, new boat coming). (209) 722-1355; 722-7534

CAL 28, FIBERGLASS...

Rebuilt Atomic-4, holding tank, autopilot, VHF, d.s., k.m., 6 sails, great sailer, excellent condition. $19,500.

Tel: (408) 374-7669

LADY SAILING COMPANION WANTED I’m a nice guy with a brand new Bodega 30. I plan to sail the bay, delta & coast this summer, and would like to share the run with a lady. I’m 45 and hove you’re over 18.

Call Owen at 592-8606

FLICKA Bare hull completion, 20’ full keel, $9,500.

(916) 333-1480

POTPOURRI Slightly used Jensen Electric head, $50; 8.5' heavy duty f/g sailing dinghy, $200; 7.5 hp Sears o.b., $250; 1953 Chris Craft Riviera, fully restored w/new Chevy V-8 for power. Call (415) 461-5653.

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1978 TAYANA 37 CUTTER - F/G full-keel cutter by Robert Perry. Documented, new Perkins 4-108 dsl., many factory options, customized teak interior. This seaworthy vessel is equipped w/the best & upgraded to better-than-new cond., rhany options. $78,000. (408) 244-6994

I HAVE TOO MANY BOATS Must Sell — 12-ft. sloop rigged pram w/ex Sears trailer, both $595 or trade for 4 h.p.

Johnson o.b.

(707) 542-5877

RAWSON 30 Diesel, deluxe galley, wheel steering, 2 spd.

Barient sheet winches, club jib, genoa, spinnaker & gear, berth available & more.

Phone: (415) 369-4777

28’ WOODEN SLOOP Swedish built, main, club jib & genoa, nice condition, fully equipped, Volvo-Penda diesel, Delta berth, $8500 or trade up.

(916) 489-0776 evenings

WANTED - SAIL TO HAWAII Interesting young lady, great cook, coastal sailing exp., willing to work reasonably hard, anxious to learn fine art of cruising. Would like to be in Hawaii to meet 81 TransPac. No strings, please. Nancy (408) 462-3943.

26’ CENTER COCKPIT FIBERGLASS DAWSON KETCH FOR SALE Refridgeration & ittebox combination, pressure water & hand pqmp, electric/alcohol stove combination, private aft cabin, w/shower, sink and head, new OMC saildrive, 5 sails, 2 batteries, shore power, VHF, d.s., k.m. & log, dodger, trailer. This very comfortable, wellbalanced boat is exc. for all types of sailing & cruising.

Owner will carry. Priced at $20,000.

Weekdays: (415) 835-9818 ask for Ed

25’ MAHOGANY SLOOP Classic cruiser/racer, 9 sails, all electronics, sleeps 4, with Sausalito berth, immaculate. By owner —$11,950.

(415)461-7000, any day/time

OMEGA 14 Trailer this attractive, stable, fibre glass family boat to your favorite waters. Easy to sail sloop, fast and comfortable. It’s self-bailing w/kick-up rudder, full deck hardware and jiffy reefing. $1,900.

(415)283-3485.

CROWN 25

SAILMAKER WANTED BY WINDSURFING SAIL LOFT PACIFIC SURF SAILS is looking for a sailmaker w/a commitment to high quality, & an interest in management. We make custom sails & accessories for Windsurfers only. Call (415) 843-SAIL, Heidi or Barbara.

Would like to join your boat fora race or cruise on the bay or offshore. I’ve been sailing (mostly racing) for five years. No obligation to buy anything — I need photos for boating publications.

Frank Pedrick (415) 237-7259

Kent Parker ★ Shipwright ★ Fine Woodwork for Yachts and People

COLUMBIA 26 MK 2 Roomiest 26 afloat, a good solid sailboat. Very strong hull, headroom, galley, heater, Honda, storm sail, sips. 5, w/galvanized heavy-duty tandem axle trailer, surge brakes, best value on market. $12,500/b/o. (415) 569-5414

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THE SAILBOAT FOR SAILORS Responsive, Stable, Trailerable Affordable!

Call & See How SEA CROWN MARINE Easily You Can Own One (408)988-7605

PROFESSIONAL PHOTOGRAPHER

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BUDGET YACHT DELIVERY FOR CRUISERS — BY CRUISERS — WORLDWIDE Rates by the Job, Not by the Mile Write: G. Sime, 13480. Beach Ave., Marina del Rey, CA 90291 or call: (213) 822-4289

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

TIARE INTERISLAND HAWAIIAN CRUISING At It’s Best! Enjoy isolated anchorages, warm, Clearwater, and tradewind sailing. Make your summer plans now. Write for our free brochure.

TIARE SAILING CHARTERS, Suite 200, 677 Ala Moana Blvd., Honolulu, HI 96814

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

ROMAINE YACHT ' SERVICES

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Rigging • Rig Tuning Outfitting • Compass Adjustments Electronic Installation * Electrical

O’DAY 15 DAYSAILER Centerboard slope with good trailer. Fast and exciting. $1300. .y (415) 549-1675

LADY SAILOR WANTED For S.F. bay & Delta sailing on 28’ sailboat.

Also, charter sailboat in Hawaii during July.

Capt. Al is single, 44, 5’10’’, experienced sailor, lair and gentleman.

(415) 549-1675

SANTANA 35 PARTNERSHIP Sail a comfortable high-performance boat for one-fourth the cost! Buy my quarter interest in a fully-equipped Santana 35. EVen better, partnership has hard-to-get Santa Cruz slip. Call Ellis (408) 425-0451 for info.

EXPERIENCED SAILOR looking for crew position for TransPac Race and/or return trip. Also would like to crew for ocean racer or bay/ocean racer. Contact: Jack Monaghan, (d)668-1000 ext. 8361; (e)387-5420

ERICSON 27 1978 dsl., whl., stereo, k.m., d.s., incl. berth at Mariner Sq. — come see presently in charter program — have Uncle Sam help pay for this boat (tax shelter, expenses, depreciation, etc.) Asking 34K. Call (415) 521-5370 or after 6 pm (4Q8) 251-1931

NEWLY REBUILT MERCEDES 4 CYL DIESEL 40 h.p., less than 30 hrs. running time. $2,000 or trade? Inquire at vessel “Renegade”. Located S. side of China Basin building, between 3rd & 4th Sts. drawbridge, San Franicsco, after 3 pm N,

MULL 27’ SLOOP (’A TON) Race winning design, gd. day sailer, incls. S.F. berth. North sails — main, 6 jibs, 3 spinnakers, 1 blooper. Signet digital instr. — AWI, WS, KM, log, depth, Barient winches. Roy Samuelson (415) 562-3388, (415) 552-2674.

CATALINA 30 — Best Buy on the Bay Alameda berth available, Atomic 4 (low hrs.), VHF, digital depth, speed, log, CB, AM/FM/ Cassette, stove w/oven, delux interior, wheel, ground tackle, mis. $32,000 or offer. , 933-3100 — after 5 — 825-5380

.. .RENT OR BUY THIS BOAT...

My sleek, slick, Newport 275 can be yours for 1 week per month. It’s roomy, fast, comfortable, and clean. Call 537-8471 for all the stimulating details.

ERICSON 27 l.b. eng., Pineapple sails, 6'1” headroom, sleeps 5, d.s., k.m./log, compass, AM/FM/Cassette stereo, 12 OV shorepower, lifelines & pulpits, rigging set up for easy singlehanding. Much more equip., very clean. $21,000. Call Glen: (415) 865-5733; 351-5469

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TWO STRAIGHT MALE COLLEGE STUDENTS with over 20 yrs. racing & cruising exp. will deliver your boat to or from any Pacific pprt. Air fair plus expenses. References avail. Lance, Bartle (415) 283-0519, 3290 Sweet Dr., Lafayette, CA 94549

EXP’D. NAVIGATOR WANTS TRANSPAC BERTH Bermuda race, Newport-Annapolis Race, TransPac Race. Experienced, local bay and ocean experience.

(415) 892-9798

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CREW TO RACE ON OFFSHORE BAY BOAT for '81 season. Can sail — seek racing experience. Call (415) 495-6200 x222 days or (415) 922-8428 eves. Cozette

J-24 SAILS 1980 North main, jib, & genoa. Used three races only to finish 2nd, 4th & 6th. Selling separate from boat, also for sale. Cost: $1670.

Asking $1300.

(415)765-2833

LIVEABOARD WANTED Mechanic, boat restorer, diver, welder is looking for a liveaboard position in exchange for $ or skills. Prefer Sausalito.

Contact John Drumm, 10-6 at (415) 388-0234.

SEABIRD SAILING CENTER

THE UNSINKABLE QUICHE

Weekend sailing classes — Sailboat rental on the lake New and Used Lasers Berkeley Aquatic Park (415) 548-3730

Infallible, indestructible and delicious! Bay and Ocean tested for seaworthiness & flavor. We haven’t actually tried one as flotation — we always eat them! For three great quiche recipes send $3 to: SHORT, Box 5294, Richmond, CA 94805.

CELESTIAL NAVIGATION REFRESHER

TEAK LUMBER/PLYWOOD

7:30 p.m. to 10:30 p.m., 3 June and 10 June Special Emphasis on TransPac Navigation.

6-Hour Course — $30 STEVENS NAVIGATION COMPANY Loch Lomond Marina, San Rafael PH: 454-4040

Top quality, dried, comprehensive stock.

B. AXELROD & COMPANY, 201 Florida Street, San Francisco, CA 94103

By Appointment Only. (415) 626-4949

CAPTAIN’S YACHT SERVICE Yacht Maintenance Interior & Exterior Brightwork □ □ Masts □ DOUG VAN LEUVEN, 54 San Rafael Ave. San Anselmo, CA 94960 □ (415) 457-9028

KUSTOM CANVAS

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

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ALL RUNNING AND STANDING RIGGING!!!

AJf

Deck planning and layouts

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NAUTICAL BOOKSTORE ^45535^

1198 Navigator Drive, Dept. D

best catalog ever! *2.00

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RACING • CRUISING • TRADITIONAL All splices including wire to rope

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

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Duality Rigging /jN

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Halyards, sheets, mooring lines, life lines reefing lines

& systems, spinnaker gear;

457-5267

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WANTED — ONE-WAY PASSAGE to Australia, 2 passengers desire to join a cruise leaving between June & Sept, headed to the So. Seas for Australia. Will pay costs & expenses & if desired assist crew. Please call Lance or Laurie at (916) 383-1669

BEAUTIFUL SPLIT-LEVEL FLOATING HOME for sale. Excellent condition. All electric, large sun deck, new carpeting, beautiful view. $70,000. By appointment only. Call after 6 p.m., Mon-Fri., anytime on weekends (415) 522-0572

80 ERICSON 30+ INBOARD Rudder 24 chi. VHF, North sails, every extra, full electronics but w.p., internal halyards, reefing lead aft, Shipmate htr., 14" prop., dsl., new bottom paint. Best offer.

(415) 865-5145

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SANTANA 22 “TROLL” — FULL RACE EQUIP. New standing rig., new 4 hp Merc. (15 hrs.), 3 compasses, k.m., internal halyards, keel/rudder, windows, lifting harness, new s/s chain plots, Barlow no. 16, Barient no. 10 winches, North sails/spinnaker. $7500. Mike Walsh (w)(213) 325-3605 (h)644-0965

FORCE 50 — CUSTOM BUILT Complete roller furling for singlehanding.

Autopilot, stereo-t.v., eng. driven/a.c. freezer.

Super galley for liveaboard incl. micro-wave. $160,000 by owner — leave message for Ken. (415) 521-4636 or (415) 236-1933.

35’x8’x5 1957 THOMPSEN Danish rac’g sip. "Jomar”, partially rebuilt (new: decks, bulkheads, aux. pwr.) 8 bags sails, all brnz hrdwr, fir on steam-bent oak, must sell. $12,000/b/o. Will consider small sail or work boat as partial down. (707) 255-4781

RAFIKI 35 Recently delivered, beautiful teak & f/g cruising boat. Airex hull, Volva Penta dsl., 6 oversized Barlow winches, 3 bags sails, pres, hot & cold water, exc. handling & speed. $58,000 or offer. (408) 996-7660 or (408) 867-9202

FOR SALE Atomic four with two to one reduction gear, alternator, good condition $450 — Call (415) 692-0845 after 3:30 p.m.

FOR SALE 14’ O'Day Javelen with trailer and outboard —

FOR SALE — 1969 CAL-20 6 hp Evinrude on transom bracket, 3 sails/spinnaker, tabernackle system, whiskerpole, fin & bulb keel, masthead wind indicator & clinometer. Berthed in Redwood City.

Call Bob (415) 368-1734

SPLICING! Wire-to-rope, braid, 3-strand.

Dieter (415) 472-5143

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$130°-

(408)996-1386

TRADE FOR 1-36 or W-32 HOME OF $65K in Atlanta. 3-bedroom, brick, full basement, Vi acre lot, hardwood trees.

(213) 360-6614

HAVE BOAT — NEED CREW Female looking for male with sailing experience and willing to share expenses with opened-ended cruising. B.J.R. 1259 El Camino Real, no. 267, Menlo Park, CA 94025: (415) 363-1281.

ROLLING FURLING GEAR For Sale or Trade 78 Sea Furl Mark II by Hood and 130% jib with cover irom an Islander 36. Headstay length 460", wire size 5/16". Need 130%, 110% & storm for our Islander. $1,500 or offer.

Call evenings: (415) 665-2175

EXPERIENCED SINGLE-HANDER Will deliver your boat to Hawaii, or from Hawaii to Mainland (U.S.) this summer.

Call Chin: (415) 664-6751 evenings.

CAL 2-29 Owner financing. Lease purchase Cal 2-29. V.H.F., depthsounder, diesel, wheel steering, 20% down, Interest Rate14%.

JOHN BEERY YACHTS (415) 523-8500

SEAFA RER SAILING CLUB We have only one me mbership available out of a total of six for the 1981 sailing seas on! Treat yourself to sailing an Islander 36’ in great condition and workfree, out of the Berkeley Marina, Only 1/5th the cost o f ownership! Call Al at (916) 756-7485 or (916) 756-3918 ansaphone.

BOATBUILDER’S DIRECTORY Comprehensive list of plans, kits, materials: everything for the boatbuilder. Limited number of copies of Vol. 3 available at wholesale prices.

Send $3.00 to: DIRECTORY, 512 Viewpoint St., Benicia, CA 94510

SALESPERSON WANTED WEST MARINE PRODUCTS' store in Oakland is currently interviewing for one or more top sales positions. We would like applicants with 3-5 yrs. cruising or racing exp., but attitude and willingness to learn are main requirement. Salary comensurate with experience.

John 532-5230

SAILING, SEAMANSHIP, PILOTING Ten, On-The-Water, three-hour lessons, $25 each. Other options. Future boatowners a speciality. Start out right and call or write:

OWL HARBOR

SEASPEED SAILING (415) 843-1318 P-O. Box 9243, Berkeley, CA 94709

8 miles north of Antioch bridge — 4 miles east on Twitchell Island Road

MARINE SURVEYOR

APPRAISER

JACK MACKINNON

Owl Harbor is located in the heart 0) the Delta with direct access to San Francisco Bay, a 1 hour drive from Alameda.

Owl Harbor features tight security due to private road and a dead end slough. Sailboats to 50’ accommodated.

1550 Twitchell Island Rd., Isleton, CA 95641 (916) 777-5222/6055

ir

Call anytime

(415) 276-4351

MARINE SURVEYOR

FRANK OLIVEIRA Call Before 9AM or Aftar 6PM page 135

(415) 388-2239

Aveilebfe Seven D,v* • Waak

OLYMPIC CIRCLE SAILING CLUB • Rentals

(415)521-7322 4-JMCAJBg

. .

• CJUD

181SACLEMENI AVI ALAMEDA OPEN 7 DAI S A WtEK

VALIANT 40 FOR CHARTER ‘‘Voyager" is available to qualified skippers for bareboat sailing through the magnificent San Juan and Canadian Gulf Islands. Beautifully equiated, sleeps 8. (415) 530-5464 after 6:00 p.m. $1200/week. **

47’ KETCH FOR SALE BY OWNER This beautiful sailing yacht was built in 1979

by Litton Industries. If. you’re looking for an ideal liveaboard or a luxury safe cruising yacht, you can't afford to pass up this opportunity — bristol cond. & fully equip, incl. all safety equip., 3 seperate staterooms, 2 heads & seperate shower, full wind & nav. instruments, microwave oven, brass dsl. heater, LNG stove & oven, refrig., dinghy & many other custom items added by owner. Robert Perry-design, this yacht is fast, dry & beautiful. Asking $139,500. Will consider real estate trade for bay area , property. Contact Richard Wade (h)(415) 548-0722; (w)(415) 557-1946

SMALL YAWL 25’ 1960 Nichols "Sea Horse” yawl. 7 hp dsl.

76. 7 sails incl spin., twin stays, 4 winches, dbl. L/L, Sonar, d/s w/alarm, loaded. Rigged for singlehanding offshore. Gd, cond. $5800. John Greason (415) 556-5310(w) (415) 522-5678(h).

FARALLON 29 KIT Hull, deck, hatches, rudder, ballast, pulpits stanchions, toe rail, LeFiell mast, 2 Enkes # 26 spd. self-tail., 1 #20 2-spd., Wilcox bronze ports 8x15, Simpson #SL9510, Seagull #110, Light Mars-1. $16,000 or parts. Ron (415) 656-1790. bus: (408) 734-8102 x806.

22’ CONVERTED DBL. ENDED LAUNCH (former lifeboat). Exc. cond., oiled mahogany decks & gunnel. Volvo Lb'., recently rebuilt & rewired. Custom cvr. $3000 ONO. Chris Lambertsen (d)961-9430 or 262-7944/nite 326-2430

SAILOR SEEKING CREW OR COOK POSITION Aboard Sea cruising vessel, avail, early May. Claire Merrill, 1463 Sacramento, no. 6, San Francisco, CA 94109 (415) 441-5865

$3500 MAYA CLASS SLOOP Built in ‘56 for MORA racing. Sturdy dbl. planked cedar hull. 23’x6V2’x4’ Cabin sleeps 3, galley, head, new rigging, old sails, battery, anchor, Seagull o.b., Sausalito berth. Needs last year’s haulout and paint.

332-8568 N

RETURN DELIVERY Experienced skipper will return your boat from Hawaii for cost only. Satisfaction guaranteed.

References from previous deliveries.

Reginald Guy (415) 362-6160

CREW POSITION WANTED Woman desires passage to So. Pacific in exchange for crew assistance and maintenance work aboard. Referenced provided. Oopah Tieriata Tahiti a vau, RRI Box 519T Rockhouse Rd., Ramona, CA 92065.

ETCHELL’S 22 with TANDEM AXLE TRLR. #435. Very good condition, three suits of sails; tri-radial ‘chutes, OBM bracket; OBM available.

Berth negotiable. $11K. (415) 948-3000 eves; (408) 727-1900 days, ask for Sherwood.

PEARSON ENSIGN Pearson Ensign: great bay boat, 4 sails, all new rigging, 6 hp Evinrude o.b., cockpit cover, exc. cond. Outrageous slip location at Brickyard Cove Marina. $5400.

(707) 894-2131 or (415) 232-1441.

ATLANTIS ULTIMATE JAQKET $75, size XS, worn 3 times; too big for me. Live in Sacto.; boat at Port Sonoma — maybe we can exchange check/jacket by mail. Exc. buy — compare price at marine supply, then call Terry'(916) 446-1919 eve's.

TARTAN 34 Beautiful cruising boat, built 1974, S&S-design, keel centerboard design (great for delta).

Knotmeter, log, fatho, VHF, RDF, autopilot, 4 sails, 2 anchors, & windlass. Exc. cond. Asking $39,900. (415) 531-9145 after 4 pm

FOR SALE: LASER Excellent condition, seldom used, never towed or cartopped. Fully equipped and Harken block, sheet cleats, faired self bailer. Asking $1050.

Call (415)921-1861

AVON FOUR PERSON CANNISTER LJFERAFT For sale $1000 or trade for smaller 2-person raft &cash.

Kathy 332-9100

COLUMBIA 26 MKII Emeryville'berth, cruise/race, main, jib, genoa, spin., roller/jiffy reefing, 7V2 Merc., VHF radio, lights, bulkhead compass, k.m., 4 winches, lifelines, cushioned, carpeted, stove, head, dinghy, can finance.

(415)284-9275

SANTANA 35

—

lO*'

j

Frank E. Bilek

245 Gate Five Road, Sausalito new and used motors

555

Tuesday Saturday

•

• Racing hulls a specialty • • Underwater search & recovery (415) 331-1371 or 331-2222 (24-hr.)

Monthly rates for racers

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

SAIL

V \

J 11V

*

cruising sails

*

custom canvas work

Illinois St. S.F. 863*2945 Agent

for

Jotz

Sails

SSgLCLASSy BMW f f AT//AK E S

ROBIN’S DIVE SERVICE To give yourself the winner’s edge start every race with a clean hull!

BAY DELTA

repairs

Inflatable Dinghies and Tenders

9-5

INSURANCE AND BUYERS SURVEYS Certified by the National Association of Marine Surveyors

HARRIET’S SAIL REPAIR

READY OUTBOARD SHOP

(415)332-5233

PACIFIC 30 BY KAUFMAN Take over existing loan at 10V2% & monthly payment of $328.00 and go racing/cruising in this luxury boat. You must see it to fully appreciate it. Call Larry: 871-4300 office (8-5); 863-6093 home (6-9)

55’ FIBERGLASS CENTER COCKPIT CUTTER '80, 3 staterooms & 2 head layout. Combi instrumentation & radio telephone. Buy as single owner or partner. Excellent to carter, liveaboard or cruise. Call (408) 739-3178(d); (415) 967-8451 (e)

53’ STEEL DOUBLE ENDER 30 ton ketch professionally built by George Sutton in 1959. Heavily rigged, 9 berths in three cabins. $60,000 (707)554-0325

Fully equipped & in top condition. This boat has 6 sails, rod rigging, Carnes hydraulics; & all safety gear. Keel & hull faired. $59,500 firm.

ISLAND PASSAGE SAILING (805) 985-8643 3821 S.SVictoria, Oxnard, CA 93030

Upl

CHEOY LEE OFFSHORE 28 — 1 of the most beautiful, spacious 28’ boats on bay. F/G hull (Lloyds 100A), teak decks, trim, interior, Volvo dsl., Barients, Schaeffer hdwr., whl., H&C pres, wtr., shwr., oven, sips 5, shr pwr., VHF, k.m., d.s., AWI, 4 sails, document. $35,500. (415) 922-8650(h); (415) 951-6037(wj.

sV/

2AUf-.2

FOR SALE Hobie 14, very good condition. Race prepared, $1650 b/o. 1969 VH bus, good condition. New Radial tires, rebuilt engine, AM-FM cassette, etc. Pull the boat with the bus for $3000. Mitch

FOR SALE — ’75 ER'CSON 23 Singlehand, race, cruise, 3 sails, 4 Barlow 16s, adj. backstay, 6 hp Evinrude, k.m., VHF, Lee. head, 2 anchors, Minigalley, many extras.

Meticulously main’d. Poss. Ballena Bay berth.

Owner financ. poss. Howard (415) 948-5886

CLASSY CLASSIFIEDS:

(916) 244-2550 days.

Economical CHEOY LEE — FRISCO FLYER 1963 full keel, 25’, f/g hull, teak decks & cabin house, new Yanmar dsl., 5 sails, spinnaker, Barient winches, k.m., 2 compasses, d.s., 2 anchors, Infl. dinghy, full boat cover. Days: (415) 261-7865; Eves: (415) 521-6294

TRADE TAHOE AREA PROP FOR SAILBOAT Beautiful Truckee lot w/plans and permits.

Septic system installed so you can build now.

Beautiful location, lovely view. Tahoe area permits very rare now. Want: 27-30' sailboat. Call: (415) 457-2241 evenings.

Private Ads: $15 Business Ads: $30 Deadline — 22nd of Each Month

470 1974 Roga, excellent condition, fully equipped.

Boat cover and heavy-duty trailer. $1200.

(415) 387-7826

TRY TO TOP THIS 1977 TRAVELER 32 for bay performance and cruising/liveaboard comfort and reliability. Full keel, dsl. pwr., f/g cutter, loaded and 100% ready to go, really, even fresh (3/20/81) bottom paint. $49,500. (415) 924-9698(415)863-8517

1977 HUNTER 30 SAILBOAT Excellent condition, dsl. powered, VHF, hot & cold running water, shower, stove, swim ladder, dinghy & more. A great buy at $32,500.

Must sell — make offer.

(415) 331-2039 wkends & after 6:00 p.m.

TARTAN 30 — S8iS DESIGN Completely equipped for cruising/racing w/VHF, d.s., k.m., spinnaker, etc. Boat in top condition w/brightwork of teak just refinished.

Special pre-season prices of $32,500, good until May 15. Phone: Evan Pugh (415) 435-1149.

if

TRANSPAC 81 Retdrn delivery for costs. Experienced skipper withdrew offers safe return of your steed to the mainland for costs. Many references.

Reginald Guy (415) 362-6160.

BIRDBOAT NO. 4 — Active Racing Class Numes built 1924. Refastened/monel 1970, custom interior, 3 berths, 6 hp Johnson, cruised bay/delta/Tomales, 1980 return — Tomales Bar/Mile Rock in 8 hrs. $9500.

(415) 228-2142

H-28 30’ KETCH Custom built by Fareast Marine, 1962. Double planked mahogany hull. A proven cruiser in mint condition. VHF, depthfinder, sumlog, telephone, boat cover, shore power. $25,500.

To see boat write Box 2031, S.F., CA 94126.

“CLASSIC” 1942 English Tiger Moth. Rolls Royce 130 h.p. eng. in very gd. cond., valued at $18,500. Trade for 27-32’ cruiser. 1 would check out person in Tiger Moth as part of deal. Easy to fly & many spare parts avail. Commercial Pilot. Jerry McConnell, 4879 Dry Creek Rd„ Napa, CA 94558.

WANTED: Bow pulpit for 23’ sailboat; can be for larger boat. Also wanted small storm jib. FOR SALE: 500-ft. '/2 blue & gold braided nylon rope. Also wooden self-tending jib boom (for Bearboat) w/bronze fittings.

Keep trying 388-6165

'

TANZER 22 — “FAMILY CIRCUS” Good bay boat & club racer. Alameda marina berth, exc. cond., yllw/white, 6 hp ob„ sips. 4, well-equip., main, jib, 145, spin., traveler, adj. backstay, 5 winches, k.m., compass, lines lead aft, pulpit, lifelines, sail cvr., extras, hauled 8/80. Bill (h)(415) 934-4713 (w)781-4211, x1660.

HERRESHOFF “NEREIA” KETCH SUMIKI II Built 1957, 36’ LOA, vert, grain fir planks over dbl. oak frames. Elegant, strong, classic cruising yacht. Pelican Harbor berth. (415) 332-SAIL or 467-3430. B/O over $49,500.

CAL 25 5 bags, VHF, spinnaker gear, windvane, all new running & standing rigging. Best offer. Must sell. Slip included.

Kathy 332-9100

COMMINS SAILING CHARTERS

SALESPERSON — Z-SPAR PAINTS

Join us for a day, weekend, or longer cruise on the bay, delta or ocean. Learn navigation, small boat handling and sailing on a luxurious, comfortable, well-equipped and FAST 45’ cutter.

Always an adventure.

For complete information call (415) 447-9169

Imm. opening for aggresive salesperson in the Marine Industry.

Exp. req’d. Max. opportunity for growth within co. Salary commensurate w/exp. Anrtual incentives based on profits. Exc. fringe benefits. Send resume to: Rick Stalker, Koppers Co., Inc., 5900 S. Eastern Ave., Commerce, CA 90040 (213) 726-8666.

THE BOATERS’ FRIEND Lowest prices for all boat supplies and equipment. If we don’t stock it we’ll get it for you. Cheap! Call us for a quote. We also buy and sell used equipment.

1832 2nd St., Berkeley, CA (415) 848-4024

| page 137

SAIL AND TRAVEL COST FREE ^ Delivering Boats ^ Step-by-Step Comprehensive Guide ^ Send for Free Details ATLANTIS PUBLISHING 4396 Judah St., San Francisco, CA 94122

EXTENSIVE SELECTION OF SAILING BOOKS

Bay Sailing Seminars Bay & Ocean Racing

- NEW A USED Navigation Boatbuilding , * Sailing Stories * Outof-Print Search * Special Orders

$50 per person for a full day of sailing.

Lowest Charter Rates to Qualified Sailors.

The Little Willow

SUNSHINE.. CHARTERS

207 Caledonia Street Sautalito, California 94965

2415 Mariner Square

332-3824

SAILING

(415) 865-4447

SCHOOL

Alameda, California 94501

FOR SALE Campways Cormorant Inflatable Dinghy — like new — $300. Winslow Liferaft — $50. Barient no. 3 Reel Winch — $50.

331-2665

FOR SALE San Juan 21, MKII (flush deck) 1975 w/trailer, 2 suits of sails & spinnaker (7 bags) & 7Vi hp Honda motor. $3,500.00. Phone Ed at (707) 274-1829. Write Box 236, Upper Lake, CA 95485.

ENGINE FOR SALE BUDA dsl., 6 cyl. mdl. DD. Recently overhauled: includes Sump Pump. $1100/offer.

Balcomb (916) 637-4312

1977 41’ YANKEE CLIPPER Ketch, documented, 4-108 Perkins dsl., 3 KW dsl. gen., US rigging, Danforth MSD, double sink in galley, many extras, exc. cond. $73,000.

For details write: D. Pahlka, Owl Harbor, 1550 Twitched Island Rd., Isleton, CA 95641.

CORONADO 25 — HULL 1517 BUILT 1969 Exc. shape, two mains, three jibs & spinnaker, new mast, rigging strengthened for bay sailing, possibility of renting Tiburon berth. £9,200.

(415) 435-0492

1979 HAWKFARM Tom Wylie-design w/dsl., folding prop., VHF, fatho, compass, k.m., stove, 5 bags DeWitt sails. Headfoil II. anchor, 2 batteries. Survey & bottom paint April 81. Immaculate cond.

Asking $29,500. ' (415)475-2261

1969 WESTERLY PAGEANT

Lloyds cert., twin keels, 8 sails, 6 anchors, vane, Redcrest Optimus stainless kerosene, “First aid afloat” kit, new 6 hp Seagull, "SSAE” for 100% ( + ) inventory. $19,000/offers. R. Kirse III, 339 Saratoga no. 21. Honolulu, HI 96815.

C.M. 30 75, exc. cond. Main, jib, genoa, jiffy reefing, d.s., compass, man.&elec. bilge pump, 3/12v batteries, ground tackle, stereo, enclosed head, sips. 6, 30’ of sailing fun. Asking $14,500.

Will instruct novice. (415) 451-9870.

SANTA CRUZ SLIP WANTED Sublease or exchange private 50-ft. dock, Brickyard Cove, Pt. Richmond for 36-ft. power boats slip, upper or lower harbor April, May, June & July.

(415)530-2321

FOR SALE

2V Outrage Boston Whaler with comm. lie. & tax advantage. 1978 — 195 Johnson, Sausalito berth, call for details & extras — under 1 hr. to Farallones — a sailor's powerboat.

Call (415) 435-0696 $11,000.

Don’t Have the Right Boat to Gy Cruising?

Stop Looking! 40’ Alden cutter, 1935, excellent condition, cruise equipped, SS rigging, diesel motor, windvane & most of gear new in 78. Asking $58,500. .(415)355-100?

PETERSON 34 — 78 racer/cruiser, bristol, compl. safety gear, 6-man liferaft, 8 bags, Brickyard Cove slip, elec., VHF, Electro-san, CNG stove, hyd. backstay adj., Gemini headfoil, 15 hp dsl., IOR 25.9, $69,950. (h)(916) 534-0961, (w)(916) 534-1251

’66 Rawson Sip. 307SF Gashouse Cove Berth F/G full keel sailboat sleeps 5 in live-aboard comfort. Natural gas stove w/oven, Palmer gas i.b. eng., interior good, exterior needs work. Insured value 28K, asking $23,500. After 7 p.m.

(707) 468-5530.

MID 1980 J-24 North Sails Lake Sailed Boat. Stereo, solar panel, no trailer. $15,850.

(209) 226-7611

PILOTHOUSE CRUISER 1979 Nor'Sea — inside steering station for allweather cruising — Diesel with 400 mile range,

bristol condition, many extras, Alameda berth, excellent financing.

(415)521-2374

OPENING DAY PHOTO SPECIAL ,

Call or Write a description of your boat and I’ll send you a coupon good for two prints at the price of one. Contact: DOUG at SEA, AIR & LAND PHOTOS before April 20.

(415) 456-SAIL or P.O. Box 869, San Rafael, CA 94915

NORDIC FOLKBOAT w/Sausalito berth. Extensively refurbished this year. Hull refinished to bare wood & back. 5 new keel bolts, new running rigging, rebuilt Marshall i.b., new berth cushions, cute wood stove for real coziness. Honduras Mahogany on oak. $7,750.

Call NOR’SEA YACHTS, (415) 332-5181 M ♦

Custom

^

Kettering

Order your durably1 "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!

COMPASS

Douglas Wilde

ADJUSTORS

L.D. McCroskey

Phone: (415) 332 7989

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

CAL

Quality Repairs To Fine Yachts & Commercial Boats

Our 3/2 acre facility has over 26 years of experience serving Northern California MARINE CHANDLERY • DO-IT-YOURSELF SPACE

/\ O

Belffortie y

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

CAL COAST MARINE, Inc. Cutting Blvd., Richmond, CA 94804 (415) 234-7960

310 West

Marine Surveyor

BAV SHIP S VACHT CO. FINEST WOOD YARD IN

THE WEST

Skilled Shipwrights BOATS BUILT

"at •; T"“- , Vr r ‘

&

REPAIRED

ENGINES INSTALLED ■ Electrical ■ Plumbing

!

Low Rates 8190 Bmford Road 10ff Petaluma River) Novato, CA 94947

'

w(f | k

IN NEED?

Vr boat carpentry-dry rot repair \ \ remodeling- refinishing I -estimatesTraditional qualityContemporary techniques

Paintmg )g|j||Frank Sayre-

415 892-7313

454*9569

FOR SALE Avon Redstart, List: $900, Asking $500 Excellent condition, 550 lbs., CAP/2-3 Persons, seldom used, like new.

26’ CLIPPER - 1977 Sleeps 5, toilet, 3 sails, main, jibs — 150% & 105%. Survey & painted 11-80. MRT2 berth, trailerable.

Stan (415) 372-7660

Cal (415) 232-1346

— 505 — The essence of sailing for the price of a Laser.

F/G Parker, Proctor spars, Harken blocks 2 suits sails, trailer. $1200. (415) 236-1933 Days; (415) 236-1301 Evenings.

BORA BORA For trade or sale — new, fully furnished 2-bdrm bungalow — breathtaking view of Lagoon & Motus. Private beach - would like to trade for improved property in CA, HI, WA or B.C. Canada. $250,000. After 7 p.m. (707) 937-5100

FOR SALE — 1969 Columbia 26 MKII, $9,000.

‘62 Chris Craft Constellation — mahagany hull, exc. cond., extensively equipped. $55,000. 18’ Chris Craft Super Sport Runabout, mahagony hull, currently refurbishing, avail. May — $15,000. Write: Boxholder, Box 1008, Sausalito CA 94965

CHARTER PUGET SOUND Alberg 35’ completely equipped. Reasonable weekly rates. Contact: Al Allen, 5201 Vargo Rd., Tacoma, WA 98422 (206) 927-3335

QUALITY CRUISER — Snapdragon 27, English built, f/g, to Lloyds survey. Extensive inventory, Yanmar 12 hp dsl., Hasler self-steering, 2 CQR’s, VHF, RDF, d.s., one owner, launched ’76. Recent survey testifies to immaculate cond. Ready for sea. $30,000. Ph:(408) 757-6812

BEAR FOR SALE No. 5, “Thread bear". Good boat, Good shape, $4,000 firm.

Jonathan 237-9511

BOAT PARTS Anodized aluminum toe rail, 2 pieces, 30-ft. each with S/S fasteners — $200. 1 marine head, used once — $35.

(408) 662-2693

SPINNAKER FOR SALE (SAIL?) Cranfield s (England) 1.5 oz. radial head for 1=44.8’, J = 15.0’ sloop. Well-constructed in exc. cond., but marginal shape. Not IOR! But lots of downwind cloth per $ - or recut for smaller boat?? $300. (415) 453-6519.

SEA JAY ELLIOT LIFE RAFT 6-8 man, Sig-ll survival kit, reasonable offer, Call Gary Adams at wk (415) 964-3200 x3533; Res: (408) 297-4253.

2 TRIMARANS 25’ Pocket cruiser, demountable, 3 sails, o.b., dinghy, I2v sys„ anchors & trailer, ready to sail. 35 80% complete, 37’ alum, mast, some gear/rigging, being built in a barn in Santa Rosa. MUST SELL — offers. (e)(707) 523-4896

30 HURRICANE SLOOP — Douglas fir on oak, mah. cabin. Refastened below wtrline w/monel. 30 hp gas aux., 3 mains’ls, 7 heads’ls, spin., 2 whisker poles. VHF, k.m., fatho., full boat cover, wood burning stove, Alameda berth, more. $17,000/offer. (415) 566-4139

CORRECTION The boat building site and the beatup old large house which are for ren^ are at 3047 7th St., in Oakland, CA. If you are interested, please write to P.O. Box 1, San Jacinto, CA, wherever the hell that is.

CAL 40 Gas eng., 79 TransPac gear; raft, new main, 17 bags of sails, Signet log/speedo. $52,000, owner will finance or trade for house.

771-4403 between 8 & 10 a.m.

TRADEWIND 28 PRODUCTION F/G TRI A fine sailing craft with 7 sails incl. spin., Barient 22’s, Wankel i.b. w/feathering prop., all teak trim, full inst. incl. VHF, CB, AM/FM Blaupunkt, LCD 360 fatho., speedo., log, etc.

Val Price. (415) 949-1865

BROWN,SUGAR TRANS PAC RACE — ’81 This custom 38’ Peterson-design is available for charter.

Your opportunity to skipper a proven winner, which is in top condition with new set of sails.

‘Brown Sugar' won her division and was 6th overall in 1979 Trans Pac. Return delivery has been arranged.

Contact Ulf Werner, at Werner & Associates (415) 284-2968

! .-J

LEARN COASTAL SAILING

e •V

45 sailing ketch “Adventure” wants 6 sincere beginners or advanced sailors to spend 2 intensive learning days & nights practicing offshore skills, ship handling, piloting, etc. April/ May reservations offers for an unforgettable cruising weekend (415)421-8389 (415)332-4879

i

WEST (t)

bystem

UNDERWATER SERVICES JOSS WILSON ’ (415) 566-7826 hulls cleaned & inspected zincs replaced recoveries attempted

'Classy Classifieds' Effective and economical.

Epoxy & GRAPHITE Fiber

Voyager Marine\

$15 for a personal ad of 40 words. $30 for a business-ad of 40 words.

Start your project today!

WOOD-GLASS-EPOXY SATURATION-C-FLEX All types of boatbuilding supplies and discount hardware WEST SYSTEM, STA-LOK, BOMAR, ENKES, VOLVO, LEE, FAMET, PATAY, FULLER & TAYLOR

P.O. BOX 123, 1296 STATE ST. ALVISO, CA 95002 (408) 263-7633

Mail your copy with a check to P.O. Box 1678, Sausalito, Ca. 94965. Deadline is the 22nd.

PETER JONES YACHT BROKERAGE

NOW IS THE TIME TO HIJ Y!

(415) 386-5870

We have Owners Who Will Finance I heir boals —

BIIVKRS: If you're looking for 4(10,11 & iloift see il here, or if you don’t know which boat

Owners who will consider trades, both for real estate

among lire many alternatives wit! satisfy your sailing needs, then please call. My listings

and larger or smaller boats — Tax Advantages with pur¬

change constantly, & I may have some suggestions if you haven't decided on a specific boat.

chase of charier.

SAII. 41' YANKKK CLII’PKK. I/Ci ketch, dsl., lots of gear

INQHIRL

Pier 39, Dock G, San Francisco, CA 94133

40’ TKINTLLLA. ’72 all cabin ketch. Perkihs dsl., autopilot, vane, & much

(415) 781-2997

more. European design built & maintained lo highest standards w/berth in S.l\ W, harbor.

140,000

INCORPORATED

SELECTED BROKERAGE —

40’ AI.DKN CIII'I KR ’.15. Volvo dsl., 9 sails, lots of cruising gear, extensively refitted in ’78 & rejidy lo go 39’C AI,. ’80, Perkins dsl., Barjenls

$58,500 $115.0(H)

35’ PEARSON ’69. Bill Shaw; clean, organized cruis’g boat, dsl., extras $54,(MM) 34’ TARTAN. ‘74-, S&S keel, etrbrd.'design w/anlo, windlass, lots more.$42,SIM) 33’ PEARSON VANGUARD. Very clean.

$33,5(M)

32’ A I KIN THISTLE. Sturdy ferroccment dbl.-cnder, Sabhdsl., more. $28,000 30’ SPARKM AN&S TEPHENS SI.P. by North Slar. Will, sleer’g.

30’OI.SON ’80. Gleaming and super fast.

$25,(MM) INQUIRE

30' DIJKOIJR ARPEGE. ‘69, cruise ready, Iasi; dodger, sails, dsl., decs.$29,9(8) 30’ WINDWARD ’67. 17(1, roomy cruising sloop w/diesel.

$26,5(M)

28’ SAN TANA ’78. Extremely clean, well equipped

$33,5(M>

27’ SAN TANA ’69. Spinnaker, 3 jibs, VHP, Pvinrtide o.b.

27* KRICiSON '72. Complete custom interior and more.

15,000 $25,900

27' BRISTOL ’66. Alberg-design, (id. cruiser

$17,500

26’ INTKRNATIONAL EOEKBOAI ’70.

$I5,0(M)

26’ LRICSON ’67. 3 sails, Johnson o.b.

$13,900

26' DAW'SON. Aft cabin, shoal draft cruising ketch, inboard.

$19,000

25’ SANTANA 525 ’77. Head foil system, Spinnaker, Volvo o.b.

$I3,8(M)

25’ O’DAY. Honda o.b., 3 sails, & Sausalilo berth

$13,500

25’ FRISCO KLYKR by C’hcoy l ee. Masthead rig, Sausalilo berth

$10,500

25’ PETERSON ’76. Like new, much gear & possible fy.E. slip.

$18,500

24’ MOORE. Super equipped, super clean, super fast.

$19,500

24’ COLUMBIA CHALLENGER. Very clean, stiff, one-design.

$7,500

24’ GLADIATOR. 4 bags, ’79 Johnson o.b., Sausalilo slip.

$6,100

22’ CA TALINA ’73. New mast. Seagull o.b., galv. trailer. $6,500 SKI.I.KRS: ll’you own any well-built boat in gd. cond. & want an honest & capable person to represent you during the problems ol negotiation, financing, sea trial, survey, title transfer, insurance, properly tax proration & the inevitable bi/z,arc Snafu, please call & list your boat.

SAIL 22’ Tanzer Sloop— 1976 25’ Tanzer‘7.5’— 1980 demo (warranty) 27’ Offshore Sloop — diesel 27’ O’Day Sloop — diesel, 1979 30’ Ballad Sloop — diesel, 1978 32’ Traveller Cutter — diesel, 1976 35’ Ericson Sloop — diesel 35’ Yorktown Cutteb — diesel, 1976 40’ Custom Challenger— 1972, cruise ready 40’ Islander Custom Ketch — diesel 1975 41’ C&C Redline Sloop — 1971 44’ Tiburon Ketch— 1978, excellent 45’ Ford Motorsailer — twin diesels 45’ Explorer Ketch— 1979

45’ Freedom Ketch— 1978,bristol 50’ Colin Wild Cutter 50’ Staysail Schooner— 1974, excellent POWER 28’ Bayliner — fb/exp. tw/200 hp, 1976

$ 9,750 $15,71 1 $22,950 $27,000 $39,000 $56,500 $41,500 $46,000 $75,000

$1 10,000 $90,000 $95,000 $90,000

— SAIL — 26’ Bxcalibur, like new.

Offer 30’ Clipper, owner desperate — make offer, o.w.c..

13,500 30’ Clipper. I3,5(M) 31’ Pearson..

45,000 3,3’ Ranger.\..... 51,000 34’ Cal, o.w.c., money maker in charter. 51,000 35’ Challenger, good liveaboard. 63,500 36’ Islander..2 avail. 58,SIM) 37’ Gulfstar, gd. charter boat. 78,000 37’ Hunter. 68,000 30’ Cal, loaded. 99,500 40’ Aldcn cutter. 58.5(H) 40’ Valiant, ‘79, U.S.C.G./26 pass. Offers 41’ Freeport.125,(MM) 41’ SeajTiger.

85,000 41’ Morgan, ‘78, exc. cond. 99,500 44’ Lapworth Islander, custom. 87,500 44’ Tiburon, beautiful, o.w.c.120,(MH) 45’ Garden ketch.175,000 45’ Columbia.89,(MH) 46’ Aldcn Cutter. 58,500 48’ Alden Cutter, classic wood cruiser.). 69,5<M) 57’ Custom Yawl. 58,000 — POWER — 30’ Trojan. 16,000 32’ Pacemaker, SprlFshr... 49.5(H) 32’ Trojan SprlFshr.’. 55,000 36’ Trawler Roughwater.-... 49,500 47’ Chris Craft, needs work. . Offer

Jane^Rundell Broker

OPEN 7 DAYS A WEEK

CYBA

From 9 a.m. to 5 p.m.

Clipper Yacht Harbor. Foot ol Harbor Dr.. Sauaatlto. CA 94965

(415) 332-3855

SAIL

■SELECTED BROKERAGE /

47' PERRY (NEW).$150,000 36' POLARIS (NEW).

41’ PERRY

69,500

1978. 98,500

32' JOHN HANNA CUTTER 1978. 70,000

$110,000 $189,000 $90,000 $225,000

42' PRATT SLOOP 1980. 89,500

44' SEA WOLF KETCH 1978.119,000 36' COLUMBIA SLOOP 1968. 37,900 CAL 2-27 SLOOP 1978. 24,500

$35,000

45’ BREWER KETCH 1979.125,000

30’ Chris Craft Connie — tw/185, ap 33’ Chris Craft Coho (f/g) — tw/235, 1973

$24,900 $35,000

36' CREALOCK KETCH 78/79. . .. 85,000

35’ Roughwater Trawler — 120 hp dsl., radar, ap, 73 36’ Gulfstar FB/Trawler — tw/dsl., 1975 36’ CJniflite FB/Cruiser — aft cabin, 1974

$48,000 $69,000 $78,000

33' ERICSON SLOOP 1972. 33,000 3/4 TON MORGAN 1976.'.. 38,800 34' PETERSON SLOOP 1977. 70,000

44’ MarineTrader — tw/120 hp dsl., 1977

$120,000

26' ERICSON 1967.

48’ Cheoy Lee FB/Sportsfisher—1980demo.

$361,000

44' CHEOY LEE 1979.139,000 26' DAWSON KETCH 1975.

47' PERRY.

CLIPPERSHIPS 2363 Mariner Square Dr., Suite 242 Alameda, CA 94501 (415) 521-5005

13,900 19,950

159,500

POWER 38' CHRIS CONNIE.>. 59,500 41' TWIN DSL. F/G TRAWLER. 75,000 41' FIBERGLASS SINGLE DSL. 89,500

KERMIT PARKER YACHT BROKERAGE San Rafael Yacht Harbor, 557 Francisco Blvd.

San Rafael, CA 94901 (415) 456-1860

Insurance

18 36 45 45 46 48 50 55 48 22 25 27 29 29 34 35 39 41 45 46 28 29' 36'

- WOOD — Rowing Skiff w/cat ketch sail rig & trlr.$5,000 Stone built sloop, refinished.25,000 Matthews cutter. 29 500 Ketch, needs TLC.60,000 Custom ketch, aft cabin, diesel.65,000 Alden cutter, fast and heavy.69,000 Force 50, radar, plus.135,000 Custom Meese ketch, new diesel. 150,000 - STEEL — Ketch, aft cabin, new.$175,000 — GLASS — Catalina, o/b & very clean.$5,500 International Folk Boat.15,000 Nor'Sea, cruise equipped.36,000 H-28, dsl., refridg. & more.36,000 Cascade, diesel, clean.29,500 Islander.36,500 Coronado, cruise/liveaboard.

39,900 Cavilier, sturdy New Zealand bit.89,000 Challenger, well-equipped.105,000 Freedom ketch, a beauty.189,000 Steel ketch, world cruiser.120,000 — POWER — Luhrs, wood, gas, owner anxious.$12,000 Finland, diesel, aft cabin, A1, f/g.45,000 Cheoy Lee f/g trawler, single diesel.75,000 Many Other Listings To Choose From

WE GUARANTEE A BERTH WITH EVERY BOAT WE SELL — NEW OR BROKERAGE 23’ ERICSSON, 1971 SLOOP 24’ C&C SLOOP, ’77 W/Johnson 6 H.P. 25’ FOLKBOAT,‘55 SLOOP

Aux.

$6,500 $16,000 $ 6,500

1306 BRIDGEWAY SAUSALITO, CA 94965

$17,950

(415) 332-2060

6 Sails, Volvo Inb. Lapstrake

25’ CATALINA ‘78 W/TRAILER

ED6EWATER YACHT SALES, INC.

Like New — 5 Sails — Loaded

26’ COLUMBIA MARK II SLOOP

$12,500

Plenty of Equipment — Sharp C&C 1978 SLOOP, Dsl. Aux. CAL 74 SLOOP Super Clean

27’ 29’ 8.7 METER COLUMBIA‘77 SLOOP

$29,900 $28,000 $33,500

Atomic 4 — Good Equip.

$29,500

30’ PEARSON‘76 SLOOP Red Beauty — Lots of Equip.

$34,000

33’ ISLANDER Loaded, Lots of Sails

*

$59,000

35’ YORKTOWN‘76 PILOTHOUSE Cutter — Volvo Dsl. — Loaded

$76,000

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

$78,000

37’ TAYANA CUTTER‘77 Perkins 4-108 — Cruise Ready

37’ “TINTAGEL” CUSTOM PETERSON 1 TONNER (Full Race), Successfully Campaigned in Seattle, Now At Our Docks

$90,000

44’ ISLANDER‘75 SLOOP Perkins 4-107

"

$199,500

50’ GULFSTAR 50’KETCH See to Appreciate

WINDSHIT$ 4 87 idiA thnd&ri b(m)*

Oakland page 141

«

6

(415)

834-8232

24'CAL full keel, loaded, A4 , 56,750 24'GLADIATOR Lapworth design, full keel. .6,500 24' CAL 2 24 needs lots of cleaning up .try 4,500 24' VENTURE with trailer . . . .try 5,000 25' FOLKBOAT outstanding buy.ask 5,900 25' YAMAHA 1978, diesel, full race. 17,750 26'COLUMBIA MKII like new and loaded.13,500 2/' NEWPORT ib eng., bow/stern pulpits, A*l .

14,900 27'AMERICAN M.5.

1981, diesel, repo .try I 1,000 27'SANTANA 1973, very clean and very well equip. .

14,000 28' TRITON neW.paint/interior, loaded w/gear . try 15,000 28'SCHOONER Lyle Hess, 1981, diesel .try 28,000 28'BUCCANEER , 2 cabins, dsl., center cockpit.15,000 30' MORGAN 1972, big and full race or cruise.35,000 30' NEWPORT outstanding value.22,500 30' RAWSON KETCH one of a kind.try 19,000 30' CAT ALINA 1977, A*l and very well equip.31,500 30' KNARR SLOOP owner will finance. . . . 5,000 34' COLUMBIA full keel, new eng., vane, full cruise.'. . . . 29,000 35’ PERRY CUTTER new, delivered.only 55,000 35'.FUGI KETCH well equipped.ask 68,500 37'ROBB YAWL diesel cruising yacht.ask 32,500 40' GERMANIA Glass, performance ketch only 98,500 44' SPINDRIFT KETCH new, tn-cab ctr. ckpt.

100,000

YOUR...

SKIPPERS

NYLS

Yacht Sales

WE HAVE ONE OF THE LARGEST INVENTORIES IN THE BAY AREA

...BROKER

Select Brokerage Listings

NEW 34’ AFT CABIN FORMOSA SLOOP — Volvo dsl., walkthrough 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.

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

17' MONTGOMERY.$ 6,000

30' ERICSON, 1980.55,000

20' NEWPORT.6,500

30' RAWSON PILOTHOUSE.56,000

3,450

31' GOLDEN HIND.35,000

.2 from 4,000

32' STEEL AFT CABIN.35,900

20' CAL.2 from 6,000

32' BRISTOL.39,950

21'6" TREASURE ISLAND.2,500

32' ERICSON.

2f RUSSELL MARINE.

.5,000

32' ISLANDER.51,000

21' VICTORY w/trailer.2,500

32' CHALLENGER. 47,000

22’6” RANGER.8,350

32' PEARSON

22’ CATLINA.6,600

33' FJORDPLAST.

65,000

22' HERRESHOFF

33' MORGAN OUTISLAND.

45,000

20' BAY LADY. 20' PETERSON MERMAID .

22' SANTANA

EAGLE.7,500

323.59,500

7,000

34' FORMOSA AFT CABIN SLP.72,000

.9,000

35' WILLARD AUX. SLOOP.78.500

22' BRISTOL.6,500

35' CAL. 59,000

22' TANZER

.

36,900

22' AMERICAN.7,800 22' COLUMBIA.5,500 23' HANNA GULFWEED SLOOP.6,000 23' RANGER.12,000 23' BEAR BOAT.

5,900

23' CLIPPER MARINE.

5,900

. .

24' NEW ENGLAND.3,950 24' CAL.6,700

36' COLUMBIA AUX. SLOOP..39,000

Special of the Month! ’63 HERRESHOFF H-30 Auxiliary Ketch — k.m.; log; VHF; d.sj; legal head; EXCELLENT OFFSHORE BOAT!!! $25,000

24' COLUMBIA CHALLENGER.2 from 6,000

37' IRWIN MKV.90,000 37' RAFIKI..2 from 78,500 37' FAREAST GARDEN KETCH.52,000 38' FARALLON

CLIPPER.50,000

39' IRWIN CITATION.69,000 39' ALLIED MISTRESS....105,000 39' INGRID DBL. END KETCH.55,500

24' BRISTOL.12,500 24' COLUMBIA CONTENDER.‘>4,000

36' STARLIGHT CUTTER.12,500

40' MARINER

KETCH

.85,000

25' NORDIC FOLKBOAT.6,800

40' CHALLENGER CUSTOM.75,000

24' ISLANDER.6,000

26' INTERNATIONAL FOLKBOAT.15,500

41' YANKEE CLIPPER.75,000

24' SAN JUAN MKII, dsl. sip.17,000

27' CAL 2-27.24,500

41' FORMOSA AUX. KETCH.2 from 82,000

24V " SANTANA 25' <A TON.13,900

27' CHEOY LEE OFFSHORE MKII.26,000

4V MORGAN. 97,000

25' CHEOY LEE FLYER, culler ng.4,500

27' ISLANDER.16,500

41’ BENNETT FLUSH DECK KETCH.47,500

25' RAWSON

27' CSC.29,900

41' Cl 41' AUX KETCH.2 from 75,000

25' VENTURE.2 from 7,000

27' CATALINA . ..

23,500

42' WESTSAIL. 150,000

25' CATALINA.2 from 6,600

27' ERICSON.

27,000

44' SEA WOLF KETCH.116,000

25' SEILDMANN.23,500

27' ALBIN VEGA.2 from 18,000

44' RHODES MOTORSAILER

25' CAL

28

44’ HARDIN

MONK.8,400

.6,700

PEARSON TRITON.2 from 17,000

.110,000

BOUNTY.110,000

25' SANTANA 525.15,000

28' COLUMBIA 8.7.

25' TRIMARAN.,. 4,500

58' NICHOLS BUCCANEER.

15,950

45' FREEDOM KETCH.189,500

25' PETERSON 2 25.20,000

28' KINGS CRUISER.9,000

45' SPARKMAN & STEPHENS M/S.55,000

25' NORDIC FOLKBOAT.6,500

28' TAI-PAN inter-marine.28,000

45' FRANZ MAAS CTRBRD. YAWL.110,000

25' CORONADO.

29’ ERICSON T.!.. 26,500

50' HARTOG AUX. SCHOONER.26,000

.17,500

30' HURRICANE.17,000

50' PEREGRINE.220.000

26' PEARSON ARIEL.12,500

30' COLUMBIA. 29,000

51' FORMOSA PILOTHOUSE.156,500

26' GRAMPIAN.

15,000

30

52' AL BROOKS MOTORSAILER.28,000

26' COLUMBIA 261

14,500

30' NEWPORT. 23,000

52'8 " PASSAT KETCH.120,000

30' ALBIN

37,000

60' HARTOG CUTTER.20,000

.2 from 10,900

30' PACIFIC, Nichol design.,.14,000

60: BURGER (Rhodes) CTRBRD. YAWL.200,000

17,500

30' ALBERG ODEYSSEY Yawl.27,500

61' ANA

25,000

30' CLIPPER MARINE.15,000

63' -ULULANI CLASSIC KETCH.73,000

.,.. . . 8.900

26' PEARSON ONE-DESIGN.

26' COLUMBIA 26' RANGER 26

MKII

PEARSON

26' S-2 aft cockpit sip

.10,500

.3 from 33,000

H 30.

25,000

BALLAD.

44' PETERSON KETCH.115,000

MARIA.225,000

BANK FINANCING AVAILABLE/BERTHS AVAILABLE FOR ALL BOATS

1535 Buena Vista Ave., Alameda No. 12 Marina Blvd., Pittsburg 3424 Via Oporto, Newport Beach

v

4

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

SAIL — SELECTED LISTINGS 20’ CAL. .6,000 10,000*

22’ SANTANA

.7,700

23’ KELS COASTER

. .3 from 5,900

23’ BEAR

24’ J-24. .15,500 6,700

24’ CAL

"PENDRAGON" — World % & 1-Ton Champ, incredible sail inventory, own a custom racer & win the Danforth Series or? Call us today for details on this winning boat.

8,000

24’ GLADIATOR

2 from 14,000

24’ NORTHSTAR 24' SAN

16,667

JUAN

12,900

24’ NIGHTINGALE 25’ NORTHSTAR 500

.17,000*

25’ CATALINA

.13,750

J-24 — The most popular One-Design Racing Class to come to S.F. bay for a long time. Boat is in exc. cond. Fully race rigged. Asking Price: $15,500.

.13,000

25’ KILLER WHALE

OFFER

25’ JR. CLIPPER

OFFER

26’ THUNDERBIRD

13,500*

26’ PEARSON COMMANDER

26' ARIEL. .13,000 25,000

26’ S 2.

■26’ EXCALIBUR

9,700 2 from 13,750 *

26’ COLUMBIA

24,000

27’ CHEOY LEE O/S

40' TRINTELLA — Holland-built to the high¬

est standards, teak decks, aft cabin, 2 heads-showers, ready to world cruise — exc. iiveaboard. Prime S.F. berth incl. Asking $140,000 or consider property trade or ?

27' SANTA CRUZ

18,900

28’ WYLIE

27,000

29’ COLUMBIA

35,000

30’ MORGAN. 30’ HERRESHOFF

29,900 29,500 OFFER

30’ BIRD

39,500

30’ BURNS Vi TON

.17,000

30’ HURRICANE

11,500

30’ KNARR

.12,500

30’ PACIFIC.

OFFER

31’ AUXILIARY CUTTER

31,000

32’ VANGUARD

7,250

32’ 5.5 METER BOAT.

38,800

33’ MORGAN .

42,500

35’ ERICSON.

49,000

35’ SANTANA

80.000

35’ PEARSON

59,000

33’ CAL

.

39,000

35’ ALBERG

47,500 *

35’ GARDEN KETCH 36' HERRESHOFF KETCH

54,900

36’ ERICSON

59,900

36’ L 36 36’ FARR ONE TON

30,000

36’ AUXILIARY SLP

2 from 64,900 14,600

.

48,000

37’ APACHE

.59,900

37’ CF

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

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

78,500

37’ RAFIKI-CUTTER 38' ALAJUELA 38’ FARALLONE CLIPPER

.

... 94,000

.42,000 * 140,000*

40’ TRINTELLA KETCH

67,500

40' CHEOY LEE O S.

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

85,000

40’ GARDEN KETCH 41’ MORGAN 43’ METER (sister—Yucca)

105,000

43’ SWAN 44’ PETERSON

139,000

29,500 .110,000

45’ STEEL YAWL

110,000

47' STEEL KETCH 50’ OFFSHORE SLOOP

150,000

55’ STEWARD KETCH

170,000

57’ SEA LION #1

150,000

75,000

.225,000 59’ STAYSAIL SCHOONER 149,000 65’ MOTORSAILER ★ Boat includes San Francisco Berth

AT OUR DOCKS! NORTHSTAR 500 — 25-ft. sloop designed

by S&S. Super equipped pocket cruiser w/i.b. & racy performance. Asking $17,000 — seller motivated. S.F. berth included.

MULTIPLE LISTING BROKER Closed Tuesdays

FOOT OF LAGUNA ST. SAN FRANCISCO (415) 567-3695 page 143

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

Hank Easom, 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 winches 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 halyard slower than you’d like, it’s time to take a good look at your old winches, and consider replacing them with Meissners.

You can take the durability of Meissner winches for granted.

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

To find out more reasons why Meissner winches are best for you, contact 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