Vhe New Fearson 424... Room For Everything But Mediocrity. When you’re contemplating a boat the size and nature of the new 424, you know exactly what you want. You’ve owned previous boats, sailed aboard numerous others and won’t be fooled by gimmicky trappings that are fine if you plan to spend your life aboard tied to a dock. The boat you’re looking for should be built by a reput¬ able builder who will stand behind it; designed by a naval architect with a track record for safe, seaworthy boats that sail as well as they look and engineered to give you a sense of confidence for as long as you own her.
Everything about her should be built or installed to go to sea...for extended periods if you like. And, above all, the whole concept must be logical - attractive, but sea¬ manlike; luxurious, but sensible and efficient. When you’re ready for a boat like the 424, you will study a number of alternatives. All we ask is that you include the 424 in your evalua¬ tions. We’re confident she’ll do the rest all by herself. At Pearson, we make room for EMBARCADERO COVE everything but mediocrity. Oakland 94606 Come Sail With Us... >UL‘
536-6760
Specifications*: L.O.A. 42'4"; D.W.L.: 33'8"; BEAM: 13'0"; DRAFT : 5'3"; DISPLACEMENT: 21,000 lbs.;,BALLAST: 7,634 lbs.; MAST HEIGHT ABOVE D.W.L.: 48'10"; HEADROOM: 6'4"; FRESHWATER CAPACITY: 150 gal.; POWER: Diesel
EXQUISITE CUSTOM SAILS Steve Seal is a very particular fellow. He is a professional rigger, and does meticulous work. If you need some quality rigging work done, you can call him at (415) 521-7730.
Steve has been working on his Cal 20 for
a
long
time,
and
she
is
in
impeccable condition. We have been working on Cal 20 sails with Steve for a long time, too. It has been quite an education and a privilege.
This
year
Steve 'won the
Cal
20
National's using sails he bought from us. He won the series hands down. The race for second place was won by George
Hamilton,
who
was
also
'Powered by Pineapples'.
There is only one thing left to say: Thanks Steve!
Steve Seal's "4040”* winning the 1977 Nationals.
Oakland, California
Richards and van Heeckeren SAILMAKERS ON THE EM&ARCADER0 AT SIXTH AVE.; OfflkW, CkLlFOffllA, 94606 page 3
‘Powered by Pineapples.
NOW!
Bahama 26 by Islander Yachts
Have you always wanted Islander elegance and quality hut thought you couldn’t afford it? Let the new Islander Bahama 26 make your dreams come true. We are the exclusive dealers for this special Bob Perry design and suggest you see it at our Portobello office today. We. invite you to compare the Islander Bahama 26 with any other boat in its class. Compare price. (You’ll be surprised). Compare quality, (You know about Islander quality). See the new Bahama 26, and you’ll see why Islander Yachts appreciate in value faster than any others.
BROKERAGE 2 VENTURES W/TRAILERS Inquire 20'CAL 5 sails, well-equipped $4,150 21' AQUARIUS 1973 w/trailer $4,350 20' ENSENADA 1972 w/trailer $4*295 21'CLIPPER 1972 w/trailer $3,950 23' AQUARIUS 1974 w/trailer $7,500 25'CORONADO two from $6,750 26' FRISCO FLYER Cheoy Lee $13,900 26'COLUMBIA 9.9H.p.o/b $10 900 26' REINELL Press. Water $10,000/Offer 28'ISLANDER Show Boat $28,500 28' NEWPORT Diesel, electronics $22,000 26'& 29'RANGERS Inquire 36' ISLANDER Bay champion Partnership
s
/ Sensational New Islander Bahama 26!
Don Wilson
ALSO IN STOCK! ISLANDER 28 ISLANDER 32 ISLANDER 36 Northern California's favorite Islander dealer also features the ageless Sparkman/Stevens' 24' trailerable, the:
Facifigfiolphin
YACHT SALES 11 EMBARCADERO WEST - PORTOBELLO OAKLAND
444-8717
Mitchell Sails YOUR FULL SERVICE LOFT
at8
^
> ........
mft®* ■
8
R
Top Quality Racing & Cruising Sails • Recutting (Get more use from your old sails) • Repairs — One week service • Specialized Yacht Hardware • Spars - Spinnaker Poles and Booms • Rigging •
.
0 Consultation - On board or in our loft Do you have an old sail that needs revitalization? When you bring it to Mitchell, you get the same expertise that contributed to the successes of many boats in the 1977 TransPac and SORC. Call us for a free estimate and evaluation.
♦
Mitchell Sails makes frequent use of the west coast's largest swiveling test spar. The spar is an invaluable tool for determining recuts of old sails (like the Ranger 37 main in the photo) as well as testing the cut of our new sails.
Mitchell Sails 2670 Bridgeway Sausalito, California 94965 415 332-4104
CONTENTS
7 9 11 18 20 27 28 31 32 36 39 40 44 47 50
editorial calendar letter cal 20 John, robbie, jan, & leo > ✓
f
ericson 27 nat'l coronado 25 boreas race changes in latitudes raising waves great south bay up da delta sightings «
racing sheet •
possibilities
COVER PHOTO: CAL 20 NATIONALS by DIANNE BEESTON ,
page 5
/
t
SAUSAUTD -2660 BRIDGEWAY, SAUSALITO, CALIFORNIA 94965/TELEPHONE (415)332-5400
NATION’S LARGEST
ISLANDER / FREEPORT DEALER PROUDLY PRESENTS ISLANDER’S NEWEST:
NEW! FREEPORT 36! EXCLUSIVELY AT SAILBOATS/SAUSALITO
FANTASTIC NEW WORLD CRUISER! SPACIOUS SISTER TO THE POPULAR FREEPORT 41.
THE CRUISER WITHOUT COMPROMISE! OUTSTANDING BROKERAGE LISTINGS
.... Respected Bill Tripp Design. . . . $49,500 .. Heavily Equipped. 89,500 CONCORDE . , Power Cruiser, Two Nav. Stations . . 69,500 ISLANDER .... . . Bay's Best One-Design.42,000 ISLANDER... .DemoSpecial ... Call for details COLUMBIA FR EEPO RT
..
..
30' ALBERG ODYESSEY Rigged For Blue-Water 32,500 28 ISLANDER.O/ese/, 4SaZ/s, f/ecfron/es. • 29,500 28' COLUMBIA New Outboard 12,500 27 SOLING Super Performing One-Design2,950 26' COLUMBIA 4 Sails, Johnson 6 H.P.. 10,500
. . .
. .. ..
IN STOCK
ISLANDER* 28, 32, 36! POWH1AST at. 38, 45) IMMEDIATE DELIVERY
EDITORIAL
CLMISS
Enterprises
Northern California Dealers for:
One of the things we really enjoy about publishing Latitude 38 is being able to take each new issue around to all the distribution points. We often get flattering remarks, most likely because people don’t want to hurt our feelings. Anyway, it’s a lot of fun. We’re always surprised how many people make comments to the effect that there are more pages in each issue than the last one. We’re not so much surprised by the number of people who make the comment as much as we are surprised they make it at all. We haven’t increased the number of pages in Latitude 38 since the second issue. Well, this time it is true, we have increased the number of pages from 48 to 56. We want to thank all the people who made it possible, the advertisers who are willing to support us, and the number of people who have sent us articles or have* pointed us in the direction of possibly interesting stories.
I CAN TAKE THIS SAILING SHEET!
San Juan 30 ‘Performance Cruiser" SAN JUAN 14, 21, 23, 24, 26, 28, 30
NEW! SAN JUAN 28 |
MY NAME IS
ALSO ON DISPLAY
SJ 24 MK 1
I LIVE AT
IN THE CITY OF_
NEW SAUSALITO OFFIC E
ENCLOSED IS MY $4.50 FOR ONE YEAR Mail your subscription to LATITUDE 38, P.O. Box 1678, Sausalito, Ca. 94965
THREE LOCATIONS SAUSALITO
(415) 332-4622
CLIPPER YACHT HARBOR, SAUSALITO
The Northern California Sailing Sheet Richard Spindler - Editor & Publisher Kathy McCarthy - Advertising Manager
(415) 332-9520 Copyright © by Latitude 38 Publishing Co. page 7
LAKE TAHOE
(916) 525-6538
HOMEWOOD HIGH & DRY MARINA
SACRAMENTO
(916) 635-3767
INLAND SAILING CENTER
I his ban Juan 24, built in 1974 is in excellent condition and well-equipped with ample sail inventory. She's a most agile sailer suited for bay, delta and lake performance and comes complete with trailer.
A fine example of Kettenberg's craftsmanship is offered by Clipperships with an extensive inventory in superb condition. K-43s have a proven sea-going history in both cruising or racing. (Photo of Sister Vessel)
The TRAVELLER 32, by Philip L. Rhodes, has a proven heritage with over 46 years of development making her an excellent Worldwide Cruiser. Tapered spars, double lifelines, bow pulpit, boom gallows, FW cooled diesel auxiliary, teak cabin sole, 11 bronze opening ports and many unique features are standard on every Traveller. You are cordially invited to board our Clipperships Traveller 32.
1969, This OFFSHORE 50, designed by John G. Alden and constructed by "Cheoy Lee in 1969, provides world wide cruising with all.the amenities. With U.S. rigging and complete navigational gear she's sea ready. (By Appointment Only)
SELECTED BROKERAGE 27' O'Day 74 w/ VHF, DS, & OB. 27' Coronado 73, Race Ready 32' Traveller 76 Demonstrator 35' Magellan M/Sw/diesel, Ex. Cond. 38' Kettenburg, Beautiful - Make Offer 40' Lyle Hess Motor Sailor Sloop 50' Columbia 70, Ex. Conditon CLIPPERSHIPS, dealers for Finnsailer 29, 35, 36, & 38. Contact Bob Nickelson or Bob Vollmer.
CLIPPERSHIPS
YACHT & SHIP BROKERS BALLENA BAY YACHT HARBOR 1120 BALLENA BOULEVARD • ALAMEDA, CALIFORNIA 94501 • (415) 521-5005
Summer Sailing Specials! FLOAT COATS COASTGUARD APPROVED
REG. 72.00
•00
AQUA METER COMPASSES
STEARN'S LIFE JACKETS
30% OFF
*29°° LESS 30%
ALL MODELS
"Friendly Prices, Friendly People"
AL'S MARINE STORE PETE'S HARBOR, REDWOOD CITY
364-0288
CALENDAR
18
august
20
august
Mercury Nationals - Pebble Beach
Islander Regatta Weekend Corinthian Y. C.
20
august
28
august
29
august
2
ED THRALL YACHT BROKER
Pelicans race at Rio Vista
No American 1/2 ton Championship M. Y. C.
^ BETTER DIRECTIONAL STABILITY ** HIGHER POINTING TO WINDWARD ^ LOWER CENTER OF GRAVITY ^ STRONGER HULLS
Could You Ask For More? All these features in the follwing new yachts:
Adams Cup Laser North Americans, SF INTERNATIONAL FOLKBOAT26'SLOOP AC 20’ AFT CABIN DIESEL SLOOP MARIEHOLM 32' DIESEL SLOOP
September Windjammers Santa Cruz Race
3
September
10
September
16
September
%
9th International Knarr Worlds
Womens Laser Championships St. F. Y. C.
Alameda Sailboat Show Afloat
CAPE DORY YACHTS
NORDICA, SWEDISH SPITZGATTER DESIGN, 16’ & 20’.
CAPE DOR Y 19' & 25’ OUTBOARD MODELS 27’ & 28’ SLOOPS 30' CUTTER OR KETCH - DIESEL POWER ALBERG 23’ SEA SPRITE SLOOP
^Brokerage Sailboats NO R Dl C A 16.w/ Trailer -
Long Keel
. . . $4,150
19' CAPE DORY TYPHOON.... .
.w/Trailer.
. ... 6,500
20' T0R0NAD0
Full Race Catamaran, w/Trailer.
28' KINGS CRUISER . .
Swedish Wooden Sloop .
19
33' KARATE SLOOP
Big Boat Series - City Front
37'STEEL CUTTER .
24
September
Loaded Center Cockpit Sloop
.32,500
40'STEEL YAWL .
page 9
28,000
.. 45,000
41' FELLOVlfS & STEWART CUTTER
If you have any knowledge of any events, activities, races or race results that you would like published in Latitude 38, please drop a line to CALENDAR, Latitude 38, P.O. Box 1678, Sausalito, Ca. 94965. Send it as early as possible, and we 'll do our best to get it published as soon as possible.
. . 7,500
ERICS0N 29 .Very Clean Sloop ..... 23,000
September
Singlehanded Race to Drakes Bay Call 415 834 6877
. . 4,700
44' REIMER 30 SQ. METER
38,000 Very Clean & Fast
14,000
C.T.41 CENTER COCKPIT.74,000 OVERSEAS 41 KETCH....66,000 ISLAND CLIPPER 44.sloop.40,000 ISLANDER 33.stoop.27,500
PACIFIC YACHT SALES / PACIFIC MARINA FOOT OF SHERMAN STREET, ALAMEDA - 522-1877
1913 UPTON CUP DE Win SAILS DOES IT AGAIN! For the second straight year a one tonner equipped exclusively with DeWitt Sails has won the coveted "big" Lipton, this time by a conclusive margin of more than five minutes! The winning crew aboard Black Magic included Bob Klein, Rich Weirick, Craig Healy, Chris Klein, Bill George, Max Gordon and Jim DeWitt.
4725 BISSELL AVE. RICHMOND, CALIF. (415) 234-4334
dewitt sails
LETTER
WILDERNESS 21 Nothing like it in the civilized world
Taiohae, Nuku Hiva May 22, 1977
We’ve now been here in the Marquesas for seven or eight weeks although it seems like two. Our impressions of these islands are constantly changing, ulike the environment itself which seems so mellow, unhurried and langorous. And yet even a casual glance conveys the dramatic landscape that’s at . the same time both alluring and frightening. The terrain almost everywhere is straight up, dark green, red, black and impressive. The valleys are quiet, overflowing with vegetation, humid, very warm and fragrant. These surroundings have had a profound effect on not only our daily activity, but even more especially on our attitudes and temperament. Everyday routine is preoccupied with shopping for the evening meal, staying cool and doing very little else. . Problems and inconviences that only three months ago would have seemed of major importance are now dealt with in a time available manner. It is incredible how long it takes to get around to things like income tax when all we have is time available. But such is life when new priorities take over and a cold beer is far more important than writing a letter bub only slightly more important than receiving one. The head was broken for three weeks and then only after using the bucket became more unpleasant than fixing it did the head receive any attention. I don’t mean to imply total lethargy — some endeavqrs are treated quite religiously such as rowing into the beach around two o’clock for a cold beer, a fresh loaf of bread and a jug of vin d’ ordinaire, returning about five after a dip in a cold, swift running stream. Having known the complexities of a hurried existence just three or was it four, months ago brings hope that civilization might yet survive if only it could turn back the clock to Marquesan time. But honesty forces me to admit that a more modern society must exist to make this not only possible, but palatable to someone so freshly absent from it. Our stock of canned goods does not supplement local produce but the reverse and diesel, oil keeps the engine, stove and lights working while paper towels and toilet paper are certainly mo’ betta than palm and banana leaves. And WINE — Oh, that we should face a dinner sans vin d’ordinaire even though it’s brought here from Algeria in 55-gallon drums. So what’s there to do other then sitting beneath a shady palm reading obscure paperbacks, and wondering what to wear at dinner? Nothing, absolutely NOTHING!! And when you have absolutely nothing to do you meet a lot of very nice people. The Marquesans show an almost immediate warmth to those who have sailed so far just to walk around their villages in awe of these surroundings. Their pride is evident when they display their beautiful wood carvings and Tapa cloth designs; their page 11
LOA 20'6" LWL 17'7" BEAM 7'3" DRAFT 4' DISPLC.1870 BALLAST 1070
FAST, LIGHT, ft STRONG IN THE SANTA CRUZ TRADITION The Wilderness 21 is the intelligent alternative to the southern California pop-out. Superior materials and meticulous craftsmanship make the difference. The Wilderness 21 is designed by Chuck Bums and built by northern Californians to excell in heavy as well as light conditions. This special boat represents the culmination of the sailor’s art, not the accounting departments profit sheets. See the Wilderness 21 on September 3. STANDARD FEATURES Brunzeel Makagony Interior Internal Halyards Accomodations /For Four Anodized Toerail
Sandwich Construction Keel Stepped Mast 59% Ballast Ratio Fabric Cushions
The Wilderness 21 debuls September 3 at these locations: CHUCK BURNS 2415 Mariner Sq. Alameda CLAUSS ENTERPRISES Sausalito CLAUSS ENTERPRISES Lake Tahoe
<415)865-6090 <415)332-4622 <916) 525-6538
RfW/SOf)
30
Two Versions for '77
American Construction Heavy Displacement Proven over years of Cruising
. . . Beautiful CandB
marine
RAWSON PILOTHOUSE 30. Length(hull) Length (water line) Displacement
STRIP PLANKED AND COLD MOLDED BOATBUILPERS
builds custom cold molded cruising sailboats at prices comparable to top quality production boats. If you know you're way around boats, perhaps you'll find your way to:
30'6" .22' 12,500 lbs.
Ballast. 5,000 lbs. Sail Area (working) . . ..410 sq.ft. Designer.RAWSON/MONK
SEA-WEST Yacht Sales 2394 Mariner Sq. Drive Alameda, California 94501
1650 COMMERCIAL WAYâ&#x20AC;¢ SANTA CRUZ, CA 95065 (408) - 476-7494 (Let the phone ring a long time - thanks)
(415) 523-1762
SPECIALISTS IN SAILBOATS Cruise e Race e Daysail New Boats - Trailers - Hardware - Accessories Brokerage - Service SAN JUAN
boat
warehouse 1559 THIRD AVENUE WALNUT CREEK, CA 94596 Office (415) 935-6844
CATALINA
San Juan 26
Catalina 25
Coronado 15
San Juan 21
Catalina 22
Omega 14
Cyclone 13
MONTGOMERY _ LASER
NACRA 5.2 BANSHEE
See us for your needs in hardware, cordage, sails, safety equipment, floatcoats, foul weather gear, wetsuits and other fine accessories. Repair and refinishing services.
LETTER
Experts in the
WAYS OF THE SEA t.
friendship when they offer fresh fruit, limes and fish. They kill you with kindness by filling your sea bag with fourteen giant avocados that all ripen at once and huge stalks of bananas or big juicy canteloupe and grapefruit. And they aren’t trading - just offering what they have. If. you return the next day with some token of appreciation, such as a bright scarf, some pretty cloth or ribbon, they find something else to give. “One upsmanship” that knows no limit. It’s beyond my experience how these wonderful people can still be so friendly and giving to such a transient group who’ve been visiting these islands for so many years but seldom stay for more than a week at each village. Occasionally we’ll be walking through a less travelled part of a village when someone invites us in for lunch. Total strangers yet here we are in their house eating freshly marinated raw fish in lime juice with delicious coconut cream, breadfruit, pork (I think), dried bananas as sweet as candy, mangoes, papaya and everything consumed at breakneck speed. During the day when school is out, the young children will swim out to our boat and without the necessity of an invitation, clamor aboard to stare in through the portholes and hatches and pull on every line in reach. Without any pretenses, our boat becomes a playground and they stay for hours, diving off the bowsprit, jumping in the dinghy and thoroughly enjoying themselves. And the gift they really appreciate is nylon string — God how the words gets around. The next day every kid in the village swims out. In the evening the teenage set comes out softly paddling their outrigger canoes as they strum a ukelele and usually timing their arrival just after dinner. Being a bit more reserved, they wait to be invited aboard and are quite polite. After a few songs and some wine or coffee passed all around, they ask the inevitable, do you have a photo album? And so for the next hour their attention and questions are totally involved with these impressions of the U.S. Meeting new and interesting people is an everyday occurence. Although most anchorages are relatively deserted there are some focal points such as Taiohae which is a port of entry. Here every imaginable type of sailcraft may be found and each new arrival is greeted and briefed on where to get water or where the store is and other such local knowledge gleaned in only two days since they themselves arrived. The yachties share an unspoken camraderie having necessarily endured the same trial getting here and sharing the same motivations and lifestyles. We’ve met two Germans, some Canadians, four French couples, many Austrailians, several Swiss, a Japanese group, dozens of Americans and some great friendships have been made as we all encounter the same profound dislike for marine heads! One interesting fact of this cruising life is the effect that the lack of refrigeration has on all of us. (Even those who start out with it and all their frozen meat usually arrive without either.) The first and more immediate effect is that of provisioning on a daily basis. The other is one of sharing. If a boat lands a big yellow fin tuna, they will hail all the boats around to come and get their share and then row in and pass the rest on to the locals. There are ways of course, to preserve and can some of it but generally, sharing is more prevalent. And this attitude spills over to other areas such as bananas that will rfpen faster than you can eat them, to spare parts and tools. The more experienced cruisers have shown us a better way to catch rain water (better than filling our jugs on the beach and rowing back and forth for hours), rolling a cigarette (as store-bought cost over a buck), and mending sails. A problems is simply mentioned in conversations and immediately everyone wants to solve it, (Sure wish that applied to the HEAD.) page 13
Sea Rig Kitset Pulpits and Pushpits
) ft-
Building, replacing, or adding - the Sea Rig Kitsets are just what you've been looking for. Castings are marine grade bronze and chromeplated for durability. Tubing is one inch diameter, 18 gauge, 304 marine stainless steel. Sturdy & sleek!
All foot-plates are adjustable to conform with your boat's deck camber. Castings are cored for navigation lights.
Halyard minders are built into all pulpits. Pulpits and stanchions come in all popular heights: 18', 21', 24' and 27'. .
Grab Ralls
IS
Hand Rail
u—
...
a
-t-J
Hand Rail Extension Kit
Grab Rails come in two handy sizes. Hand Rails are adaptable to any length for your particular needs.
JOHNSON & JOSEPH COMPANY 490 Jefferson St. San Francisco, CA 94109 * <415) 362-2710
76 Jack London Square Oakland, CA 94607 (415) 452-1100
*
'si
FOLKBOAT
FREYA 39 THE UNSOUTHERN CALIFORNIA CRUISER
This new "old” sailboat is an exact duplicate, in molded fiberglass, of the internationally popular NORDIC FOLKBOAT, a proven One Design capable of racing and cruising in all kinds of weather. It meets all the measurement and weight requirements of the original design. - .*
The only difference is the super-strong and easy-to-maintain fiberglass hull and deck.
Would you buy a cruising boat built by Australians in Petaluma? Most people wouldn't, but then most people won't stray far from their docks except in their dreams. The Freya is made for cruising sailors who know boats. Sailors who know that a boat that has won three Sydney to Hobart races is the kind of boat that can both weather and outrun a bad storm. Cruising sailors can appreciate a boat that averaged 135 miles a day under vane from Sydney to San Francisco. That's more than just good, that's a whole different kind of cruising boat. Find out about the Freya, and you'll find its a particular breed qf cruiser who goes to Petaluma to buy a boat built by Australians.
GANNON YACHTS
SVENDSEN’S BOAT WORKS
BOB TEFFT
1851 CLEMENT AVE
415-332-3690
PETALUMA, CA
ALAMEDA 522-2886
THOR IHORSTENSON, INC
P.O. BOX 1058, 94952
JIM GANNON 707-762-2865
MARINE PARTS SALES & SERVICE
\
DINGHY OUTBOARD Integral Alternator 180 Degree Pivot for Reverse 23' Shaft for Sailboats
T.T.I. YACHT BR0KERA6E
IDEAL SMALL BOAT MOTOR Battery Charging Capability Balanced Carrying Handle Economical, 1 Qt./Hr.
SUPER SAILBOAT OUTBOAR Battery Charging Capability Fwd., Rev., & Neutral Long Shafts Available
251 CALIFORNIA ST. BURLIN6AME 342-5278
LETTER The only real and constant aggravation (other than you-know-what) has been the Noe-Noes. They’re called No-see ’ems in Mexico. They are tiny, invisible flying insects that have a fetish for tender, soft and succulent yachties and leave a bite that itches for weeks and when scratched, a huge staph infection results. No one, not even the locals, are immune and some really beautiful anchorages and villages are avoided or the stay cut short because of these tormentors. Usually they are only in certain areas and generally stay there, but when there’s no wind, they find their way out to the boats and nothing really stops their feast. We burned a Mosquito coil in the cabin one evening and the next morning found hundreds lying everywhere (they become visible when dead) — but they certainly left their mark. As for the Staph infections, they take an eternity to heal. Eternity in the Marquesas is about a month. A very small scratch that’s normally ignored, here becomes a huge ugly sore in just a few days. The French fortunately provide free medical care and although we left San Francisco with an extensive medial kit, nothing we have even phases the infection. The only solution for staph is not to get a cut and as for the Noe-noes, either ignore them (this works as long as eye contact is avoided), or commit suicide. The locals use a concoction of coconut oil, herbs and lime juice, but when I tried it, it was like a beacon in the the dark. It would probably work better if mixed with rum and taken internally. The water in most of the anchorages is beautifully clear to about 40’ with a sand and coral bottom. The main exception is after a heavy rain when the rivers swell with brown silt and empty into the bays. Swimming and snorkeling are a real pleasure when the water is clear so as to have advance warning of the only thing that bites worse than the Noe-noes. We’ve seen a few of these dreaded eaters of the deep but generally the bays are free of sharks. The beach are either very white or black sand with thick groves of palm and coconut trees within a few feet of the water. These give way shortly to the steep mountains covered with thick, impenetrable jungle growth that reaches clear to the 4000’-peaks. Clouds spill over from the windward side promising a cool refreshing afternoon shower. I love these islands. One very typical day we sailed six miles (a real endurance test) from Taiohae to Taipi Vaii and achored in twenty feet of water. After stowing the sails, rigging the awning and wind scoop, we put the dinghy over, donned mosquite repellent, sun hat and sandals and rowed toward the village. In this bay, as in most, the surf line does not extend the entire width and we found smooth water at the northern side where the river flows out. The breakers aren’t usually too big but I’ve been dumped more than once. Rather than beaching the dinghy here, we rowed up this gently-flowing river and followed the tree-lined banks as they led us through this peaceful community until we came to a concrete landing near the village center. From here we just picked a direction at random and started walking up a shady path. We soon found that Christopher as usual was drawing a crowd. They don’t often see a 16-month-old with blue eyes and blond hair and such fair skin as most yachties wait until their kids are older. But we’ve found that Chris is the greatest ice-breaker possible and everyone wants to hold him. He loves the attention, especially from the younger kids and squeals with delight if they’ll play with him. After an hour of leisurely “promenading” through the village, we discovered one of the two stores and found too, that this was the local bakery. The owner was busy baking long, thin loaves of bread but invited us in to sit, talk and drink a beer while he finished his chores. In fractured French and a smattering of English we page 15
BASIC BRONZE Smart shoppers know that "Basic Bronze" is always in fashion for their boats. Our store carries a full selection of "Basic Bronze" in assorted styles and sizes to please even the most finicky yachtsman. Here are a few examples:
GROCO Seacocks and Tailpieces
BUCK-ALGONQUIN Thru-Hulls, Cleats, Chocks, Rope-Chain Deck Pipes, Deck Fill Plates, Hatch Hinges, and Gate Valves
ROSTAND Portlights and Bulwark Chocks
SIMPSON-LAWRENCE Decklights
SOUTH COAST flocks, Slides, Cars, Pad Eyes, Spinnaker Pole Ends, Snap Shackles, Winches and Handles
MERIT Flush Ring Pulls, Elbow Catches, Cabinet Door Latches, Hinges and more
PERKO & WILCOX-CRITTENDEN General
Hardware
For those of you who appreciate the strength and corrosion resistance of "Basic Bronze", but can't resist the sleek appearance of chrome, we carry most of the above in either chrome or bronze.
FASTENERS Also consider us for your fastener needs. We carry a full selection from small No. 6 x y2" flat head wood screws, to large, W -13x6" hex head bolts. Most sizes are stainless steel, however, silicon bronze is available.
SOATBO/jDERS
W SELL TO BOAT OWNERS AT BOAT BOILBERS PRICES0 SAT. 9-4:30
SUN. 10-3 M-F 10-6
1552 MAPLE ST. REDWOOD CITY D0CKT0WN MARINA 365-7874
Southwind 32 (formerly Anastasia) Bruce Bingham, N.A. Designer
Sail Into Adventure!
I
The modern concept in liveaboard and blue-water fiberglass cruising yachts. LOA — 32 feet LWL — 26 feef 6 inches Beam — 11 feet Draft — 4 feet 8 inches Ballast — 7500 lbs.
Sail Area — 660 sq. ft. Power — 22-30 hp diesel Fuel — 60 gals Water — 100 gals Oispl. —21,500
HULL KIT-$7,500 BASIC BOAT KIT - $14,950 SAIL AWAY - $46,500 DEALERS:
SAILAWAYS 909 ELIZABETH. ALVISO
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LETTER
See Our In The Water Boat Show!
learned of his 19 children, his tour to Paris and much about village life. He was somewhat sad to relate that all the young men can’t wait to leave Taipi Vaii for Tahiti “where the action is”. Kohoe is his Marquesan name and Emmanuel his French name. Kohoe is a Marquesian representative to the French Administrator and although we didn’t discuss the growing pressure for independence here, we did understand that this is a rather hot topic. After our beer, we bought some of his delicious, hot bread (some of which made it back to the boat), a can of Australian butter and picked a stalk of bananas before rowing back out to Renaissance. These daily rowing ventures are certainly keeping me trim but more than the head, I sure wish our outboard worked. It was doing fairly well until I flipped the dinghy in some heavy surf. Back on board, we had just started to unwind from the day’s hectic pace when a boat sailed in with a 65 lb. tuna. We had so much fish that half was pre-cooked and left in the pressure cooker for the next evening. After a very filling dinner, we lounged in the cockpit, stared at the incredible array of stars and drew in the frangrance of the surrounding jungle. That afternoon we had seen the most beautiful flower gardens of roses, frangipani, tiare Tahiti, canalillies, hibiscus, and groves and groves of banana trees. Now this sweet aroma (punctuated, with several hundred Noe-noes) drifted out and enveloped us. The surf was barely audible and the only other sound was Pam scratching her quota of bites. As we both fell into a drowsy stupor from Algerian wine, I felt less concerned about what to wear tomorrow.
s~;.
The above pictured C&C Yacht is just one example of the beautiful boats we have on display at our sales dock. - ALSO ON DISPLAY-
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MUCH LOVED & SLIGHTLY USED BOATS Columbia 26 MK I — 1965, a one owner boat that has always been well-maintained. Full keel design by S&S. $8,800. A
lO'Day 27 - 1976, in "like new" condition. Atomic 4, 3 sails, VHF, Log, Speedo, fatho., compass, 110V., pulpits, much more. $21,500 Luders 36— Cheoy Lee, 1973. A fine cruising boat with beautiful teak interior. Windlass, dinghy, diesel, roller furling. Asking $52,500 Offshore 47 - By Cheoy Lee, 1975. Excellent condition, over 3 pages of equipment. Call for full details. Asking $110,000.
THE YACHT HOUSE
vr i Pam, Chris, Virg and Paul page 17
Yacht Renaissance
1815 Clement Ave. Alameda, Calif. Phone 415-521-7202
CflL 20 NATIONALS
Our win in the 1977 Cal 20 National Championship Regatta was the culmination of a three year effort. Norm Newhouse and I bought our Cal 20 late in 1974 with the intention of going after the 1975 National Championships which were going to be held for the first time on
the bay that year. We missed 1st place and ended up second to our old friend Ted Rust. We had done well on the year, winning the Baum Series, the YRA, and the SBYRA, but couldnâ&#x20AC;&#x2122;t quite take the Nationals. We felt we blew the first race in the â&#x20AC;&#x2122;75 series by sailing tight and
letting the pressure get to us. This year, we were sailing loose, one race at a time, and enjoying ourselves. It paid off. We had an excellent crew. Norm Newhouse was on the starboard winch and foredeck. Glenn Hansen, our energetic 16 year-old, was on the port
CAL 20 NATIONALS winch. Bill Jelliffe was our “troll”, that is to say our belowdecks crew, in charge of everything else. The combination of the crew proved to be the deciding factor. We all worked together smoothly. The topics of conversation ranged from how to make the boat go faster, how to help each other out, and girls. The races were held in the area between Angel Island, Sausalito, and Harding Rock. The weather mark was always well away from Yellow Bluff and the fluky winds sometimes experienCd off the Sausalito shore, which made the racing fairer, particularly for the out-of-town competitors. There were a total of five days of racing. The first two days, and four races (with one throwout) split the fleet into a Championship and a Consolation Flight. Then there were three days with two races per day (with one throwout) for the National Championship and the Consolation Series. The Championship flight had 30 boats in it, the Consolation flight had 14 boats. On all but the fifth and final day of the series we achieved our goal of sailing loose and fast. Our record was 3 firsts and 1 second going into the final two races held on the final day. With just one more fair race we would have the Championship won. Sunday, July 31 started out with fluky winds and a strong 4.5 flood tide at 12:04 PM. The race started just before the maximum flood. It looked like there was no wind in toward Sausalito until half the fleet got in there and left the other half of the fleet out fighting the current. We finished 14th and that race became our throwout. The second race of the day saw us back in stride, still fighting the flood and the many wind holes scattered throughout the course. Going into the last tack we were in fifth position, which would have been good enough to give us the Championship. On that last tack to the finish line off bouy 12, we sailed slightly higher than our competition. It was a good move, as out competition sailed into a hole and were were able to finish third in that race, much to our surprise. Ted Rust, the defending champion won the final race, and George Hamilton was second, and second in the series. George is relatively new to sailing and is showing that it’s not necessary to have sailed all your life to do well in racing. Joe Knowles was third. Ken Jankee fourth and Jeff Johnson fifth. The races were run in an excellent manner by the San Francisco Yacht Club and the San Francisco Bay Cal 20 Fleet. In the Consolation Series, Mike Naylor took first and Pete Fowler second. — Steve Seal
,
page 19
JOHN, The wake to Leo Crapple’s boatyard is awash with good intentions. And money, frustration, tears, terror, jail, guns, exhaustion, and but a few good memories. For Jan it was a voyage of expediency. She was buying a Le Comte Northeast 38 in St. Petersburg and wanted to get to Houston as quickly as possible where it would be trucked back to the bay area. Once back in her home waters Jan could move on board and begin to remedy the lack of maintenance the boat had been suffering from. For John and Robbie it was to be a working vacation — obviously there would be some work involved, but they would be sailing in the warm Gulf waters and besides Jan had made reservations for the boat in New Orleans for Mardi Gras. For Fred Pood, it was to be a trip to see if he liked sailing enough to get his own boat. Jan is an experienced boat owner and sailor, having sailed on the bay extensively as well as to Hawaii and back. She knew how important it was to take precautions during the purchase of the boat and the preparations of the boat for the trip to Houston. The trip was planned with safety first and economy second. State Farm offered , world-wide cruising insurance for the incredible rate of $^-75 a year - that was good. So was ‘Texas’, a man who Houston who had the capability and experience to truck the boat to the bay area inexpensively. Extra money was set aside for emergencies, and although a schedule was worked out, Jan had enough experience to know that sailing and schedules are often incompatible. Despite her careful planning, financial reserves, and experience, Quisterie still ended up in Leo Crapple’s boatyard. For John and Robbie the trip became a bummer before they even got near the boat. On the way from John’s home in New Mexico to drop off the van in Houston, they stopped at a 7-11 store in Texas for some coffee. When they walked out the door they were greeted with a real Texas ‘Howdy’ - Sheriff Jimbo and his men had their arsenal of shotguns trained on the crew’s vulnerable bodies. It seemed that two men, one “short and fat” the other “tall and skinny” had robbed a similar store about an hour away in Amarillo — John and Robbie matched their descriptions perfectly (along with every other male in Texas). While Sheriff Jimbo discovered no guns and decided that John and Robbie weren’t the suspects, he did discover a very small amount of mother nature and 5 pills used by truck drivers and college students to ward off the sandman. John and Robbie were busted but not charged in the citadel of justice, Carrington, Texas. Fortunately they both had friends in law in Texas who were able to get them out and play “Let’s Make A Deal” with the Judge. You plead guilty to mother nature, we forget the truck driver’s salt - you pay $1200 each and get 6 months suspended sentences for the misdemenor and we forget the felony. One their way out of town they picked up “old clown” a real Mr. Bojangles who entertained them with tales of Huntsville and numerous “yes sirs” and “yes boss’s”. Maybe John and Robbie weren’t having a good time, but they knew where they were - the South. Leaving the van in Houston to be picked up later the two flew to St. Pete rarin’ to go, but Quisterie wasn’t. In 1966 the Northeast 38 had been picked up in Holland by the couple who had received the boat as a wedding gift. Their trip back to Florida was so terrifying that they sold the boat to another man who kept it for one month. The last owner had kept the boat for 8 years — the first three months were spent sailing down to Grenada, the last 7 years were spent sailing it back to St. Pete. The boat was basically in good shape, the hull and rig were fine and the diesel new, but the jnan had wanted to sell it because he couldn’t keep up with the maintenance on the boats systems.
Bridge
ROBBIE,
Unto Troubled Waters
LEO, The surveyor agreed that the hull was sound, the rig sturdy, the engine new, but there indeed were many little items that needed attention. Carefully deciding what items could be delayed, Jan and Robbie and John fell ten days behind schedule completing the work essential for their safety during the trip along the Gulf of Mexico and through the Intracoastal Waterway to Houston. Just before leaving St. Pete Robbie invested in a set of charts for Jamaica and the Carribean in case Jan might say “what the hell..But she didn’t and Quisterie set out for Houston on a fine sailing afternoon. By nighfall the wind had shifted from the south to a gusty northerly and it was cold. This was a weather pattern that would repeat itself with sickening regularity right up until the boat ended up in Leo Crapple’s boatyard. On the way to their first landfall in Apalachicola they navigated by DR through a storm and took turns getting seasick. In the middle of the night they found a red light with a bell every four seconds — actually they were looking for a green light that whistled every two seconds, but they took what they could get and anchored. After the storm and the strong unfamiliar currents they had navigated within two miles of where they wanted to be. In the morning they awoke to bright sunshine, palm trees and a beautiful sandy beach in the distance. They also discovered that the engine had been out of alignment and the shaft coupling was no longer held by four bolts, but just one thread on one remaining bolt. Quite by accident they were towed in by the Coast Guard who had never received the word that was supposedly passed on that they needed assistance. Once they tied up in town Fred Pood (former owner of Pood’s Foods) decided to have a look at the bus schedules. Nothing looked particularly attractive so he stuck out his thumb and never set eyes on Quisterie again. The local boys decided that the pretzel of a prop shaft could not be repaired in Apalachicola. It had been a boom town when cotton was king and the boats used to flow down the river constantly from Atlanta. But the Civil War was over and Apalachicola survived on oystering and as a resort town for wealthy southerners. There had been no new construction in 40 years, but the town was well-preserved, beautiful and inbred. Perhaps all that was new in town were the few hippies, big nasty southern redneck hippies who shot pool well and were friendly with their joints. Throughout the trip when Quisterie’s crew made acquaintances it was invariably with blacks and others on the outer fringes of southern society. Jan makes friends easily, and a accomodating fisherman agreed to tow Quisterie side by side 80 miles to Panama City where the boat was hauled out at a small family boatyard At no small expense a gorgeous stainless steel shaft was installed and the stuffing box was repacked. While they were hauled out the time was used to work on other nagging problems which seemed endless. The water system was typical, they just couldn’t get it to work and had to carry jugs during the entire trip It was at this point they realized they would never make Mardi Gras and the trip was not going to be as pleasant as they had thought. Rob felt the surveyor had lied, Jan thought he was just incompetent; but they both agreed that the Waterway was not the piece of cake they had lead themselves to believe. The ‘ditch’ as it was called provided few places to tie up or anchor in safety. The Gulf too was a surprise, it was a “real mother” and they had not expected the severity of the short steep chop and how cold it could get in Florida. Back in the water they headed for Pensacola and experienced most of the few uneventful days of the entire trip, passing through big bays then back into the ditch and then back into
big bays again. The big event of the period was the sighting of a “gorgeous girl” by Robbie and John in Pensacola. Jan was elsewhere and missed the big event. After Pensacola and the gorgeous girl Quisterie headed for the Gulf of Mississippi and Mobile and they had some terrific sailing. With the wind blowing an estimated 35 knots (naturally none of the instruments worked) they surfed in following seas. The high short swells made the sailing exhilarating until they began to oscillate and the wind began to swing out of the north. A reef was rolled in the main and a short time later the gooseneck car broke and thedong heavy boom typical of a CCA design began to slam around the deck. When they had finally tamed the boom and tied it on deck, they were tired it was rough, they were cold, it was dark, and they were lost. The sequence of a great sail followed by a disaster was a pattern that followed Quisterie all the way to Leo Crap pie’s boatyard. At 2 AM islands were sighted ahead with breaking surf between them. The seas were heavy and the wind was blowing 45 knots and they couldn’t find a way to get Quisterie in the lee of an island, most of which were not lighted In desperation they anchored in 15 feet of water, just at the edge of the breaking surf on the weather side of the islands. Robbie went to bed scared. He presumed they would wash up on the island in the middle of the might, get off the destroyed boat and onto the sand where they would go back to sleep. It wouldn’t be great but they would live. He awoke the next morning amazed that the 60 lb. and 16 lb. danforths had held the boat off under such adverse conditions. The weather was still nasty with surf breaking on the boat when John and Robbie went to the bow to raise the anchors. Jan was at the helm turning the wheel and turning the wheel and turning the wheel. The steering cable had come undone. The emergency tiller was finally put in place after the chisel had been taken to the fiberglass to get at the rudder post since the access cap had frozen. Finally they got the anchor up and headed in search of a secure anchorage where they could get relief. They were tired, wet, and cold — they were frustrated, exhausted and demoralized. They spent the entire day and early evening looking for a good lee of any island which would afford them a haven where they could “sleep foreVer”. TraveUing:through the Petite Bois Pass in the sourthern Mississippi Sound they searched endlessly for an island that would give them a good leave from the wind and waves. Finally they found one and anchored for some badly needed rest. It wasn’t long before the wind shifted to the north and the lee was no longer a lee. Again Quisterie was pitching in the heavy chop, but now the keel was bouncing off the bottom. The boat would shudder viciously each time it hit bottom and the pounding was driving Jan nuts. In near total exhaustion she raised the anchor and somehow Quisterie continued on to New Orleans. Battered and exhausted and long past Mardi Gras, Quisterie pulled up to the Southern Yacht Club in New Orleans. The Southern Yacht Club, the second oldest in the United States, is a marvel of respectability, combining the virtues of the South and formal yachting, in their most traditional forms. The members were white, the waiters were black, and the bartender was a real professional. In a civil southern manner Jan was told that reciprocal privileges were granted only to members of clubs listed in Lloyds Registry Directory. Diligently they scoured the pages but the Sausalito Cruising Club was not listed, nor was the Sausalito Yacht Club which sounded close enough to rate a try. Nevertheless, Jan was able to find a place to lay over for a few days, and became a woman of grease among women of mink. “It was a real low point” is how Jan describes the next few page 23 t
\
BARGES. days. It was found that the gooseneck car was an irreplaceable European part, and the track size was unique. Robbie and John were finding themselves nearly broke and not having a very good time and were not on good speaking terms with Jam The two headed for the French Quarter for some relief. Jan remained on the boat trying to reduce the growing list of things that had to be done and became nearly hysterical when she stripped a bolt trying-to solve a problem. These were times of extreme frustration. A final trip to the bank to play the Master Charge instant cash game ended in failure. Jan asked for $500 and was informed that $500 was more credit than she had left. How much, Jan inquired, could she get. She was told she would have to request either the correct amount or a figure under it„ How about $400? “No.” $300?, “No.” $200? “No.” $100, “No.” $50? “No.” At the $50 mark Jan knew the gig was up. Since buying the boat Jan had spent over $3,000 and now had to fly back to San Francisco to resume work and accumulate more money. She thought she had had enough financial cushion and she still thinks she did if it were not for an incredible run of bad luck. The Gulf and the ditch had been a more difficult undertaking than anticipated. The trip to Houston was supposed to take 3 weeks, and they were only in New Orleans and over a month had passed since they had left St. Pete. And, Quisterie still had not reached LeO Crapple’s boatyard. With Jan back working, John and Robbie continued down the Waterway toward Houston. Mostly they had to power and occasionally they were able to sail under jib alone since the main was disabled by the irreplaceable car. Travelling on the Waterway was not easy, safe shelter for the boat and crew were rare and far between. Passages after dark were not safe without the brilliant quartz lights that all the other vessels carried on the Waterway. Even during daylight they would run aground and during the evening they could only hope to tailgate a tug. Since it was winter and darkness. fell early they frequently had to decide whether to stop very early in the day or risk travelling at night which was tiring and made finding thesnext refuge almost impossible. The locks, rivers, swamps, and bayous were unfamiliar to the two man crew and it was tiring work. They hit one splendid day with southeast winds and flew down the Waterway under twin headsails — one the of best sails of the trip. As usual, the wind began to fill in from the north, a harbinger of a storm and disaster for Quisterie. At about 5:00 they pulled off the main waterway looking for a place to secure for the evening protected from the storm and the tugs that pushed barges down the Waterway at angles. It was hard to find a place since only the Waterway was charted, and the entire area was marked “subject to inundation” - an anxious thought with a storm approaching. Some barges were spotted tied up off on a bayou, and John and Robbie asked if they could tie up for the night. They were told it was alright and secured for the evening. Even though the wind was blowing hard they were in a good lee along with the majority of the mosquitos in the South. They sat down to a good meal and looked forward to a secure anchorage that had eluded them so many times during the journey. They were just down the Waterway from New Iberia, Louisiana and Leo Crapple’s boatyard. At three in the morning they were awakened by a tug, asking them to move to the next barge so the tug could drop off another barge full of salt. They moved, the barge was secured and they drifted off to sleep in a beautiful calm. At six in the morning they were awakened by the fracturing of the fiberglass hull, the crunching of bulkheads, and the crashing of glass. The boat was being crushed like “toothpaste out of a tube”. They were sure they had been rammed by a tug. Naked and on deck they discovered that one barge had broken loose
& QUISTERIE and swung around to crush Quisterie between the two barges. The boat had been like a nut in a nutcracker. Temporarily the two fully loaded barges had swung apart and Robbie jumped on one to free Quisterie from the jaws that were about to bite again. Quickly the boat drifted away, and Robbie was stranded on the barge, stark naked, at 6 in the morning, in the deep south. He thought of swimming to the badly damaged but still floating Quisterie which was now anchored about 1/4 of a mile away. Then he remembered the alligators and the quicksand and decided to take his chances with a southerner. A kindly fisherman transited him to the badly fractured Quisterie. A call was put out to Delcambre, New Iberia, Louisiana for Leo Crapple. Delcambre is a nowhere among nowheres. The town barely exists on fishing, salt mines, and oil, and it is not often that California yachtsmen stop to do business. Leo Crapple is not the kind of man to let opportunity pass him by. Crapple showed up in a 12 foot aluminum pram powered by a 10 h.p. engine to tow the heavy displacement 38’ boat side by side to his boatyard in Delcambre. Crapple immediately ran the boat aground. John and Robbie headed to Delcambre and never looked back. Crapple eventually charged $3,000 for his services; $800 for the 3 mile tow, and $2,200 for 30 lay days in his boatyard. Leo Crapple sells illegal alligator hides in his spare time to make ends meet. When Jan got the word about the boat she was not completely taken by surprise; it seemed to be the logical conclusion of all that had preceded it. If she was not surprised, she was certainly scared about her insurance coverage. She had been covered by a verbal binder, had signed nothing, and had paid no premiums. She later found out that the individual who had given her the verbal binder did not have the proper authority to do so; her lawyer also told her that if she had to fight it out with the salt company alone it would be difficult since New Iberia operated under Napoleanic law (or some such thing). Credit must be given to State Farm insurance, they stood by their committment and paid off the claim, including Crapple’s bill. Questerie’s remains eventually sold for $2,200 — leaving Leo Crapple in misery that his $1,000 bid was not accepted. John and Robbie left Delcambre as soon as possible unable to stomach the town?s food or Leo Crapple. The local humor had it that the salt companies had called New York for a specialist to ‘eliminate’ the hippies that were creating insurance claims. John took the talk very much to heart and was relieved when a man and wife in a CB equipped camper had he and Robbie heading for Houston at 90 miles an hour. Quisterie’s former crew picked up their van in Houston and headed for New Mexico where a truck was repaired for Robbie to drive back to the bay area with his and Jan’s personal effects. Robbie picked up a hitch- hiker who missed a turn near Barstow and rolled the van. Robbie finally returned to the bay area in a Greyhound bus with a few small crushed boxes. For John and particularly Robbie it had been a dream turned into a nightmafe jpf a trip. For Jan it had been more than a bad trip, she had lost a substantial amount of money and had suffered through a long harrowing experience. For State Farm it had been a heavy loss, one of a great number that has apparently put them out of the marine insurance business. Only Leo Crapple is licking his chops, with fond memories of Quisterie. When we first saw Jan after it had happened she decided that “Quisterie just didn’t want to come west.” We asked her if she would do it again, and she said, “not right away”. Then she shrugged her shoulders arid with a smile of resignation said, “Sure, what else is there?” page 25
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ERICSON 27 NfiTIONfILS Galliano, owned and skippered by Vito Bialla took first place in all three races to win the two-day Ericson 27 Nationals. Sailing with Vito were Robert Parker, John Ravizzo, A1 Mitchell and Rich Everett. Even though Galliano took three firsts, all the races were close, strenuous tacking duels in 14 to 26 knots winds. In all three races, no less than four boats finished within 3 minutes of the winner Galliano. Bill Irwin, sailing Park Bench, finished second in the first two races and would have taken second in the last, but he carried a tack to far and got becalmed. Irwin still managed to win second in the series. Committee Chairman Terry Owen took third by sailing Tango II to a 3-5-4 record. Jim Mayne in Charlie and Glen Miller in Orange Sunshine took fourth and fifth respectively. One of the selling points of a one-design boat with an active racing class is the opportunity to occasionally participate in a national championship regatta. One doesn t necessarily have to deplete their entire lifesavings or have been sailing since birth to be competitive. Vito Bialla, winner of the 27 Nationals is a good example. We were selling boats when we first met Vito several years ago. He had sold his Cal 20 and was looking for a power boat to use for diving. Somehow we rounded up a used Chris Craft 30 and Vito was ready to buy. Fortunately the engine blew up just as we were going out for a demo — our record of never having sold a powerboat remained intact, and Vito returned to sailing.
VITO
Vito purchased an Ericson 27 and sailed and raced it as often as possible. He practiced manuevers in all wind conditions and even raced it around the Farallons in the rough Singlehanded Race. Vito’s hard work has paid off, and now he can always tell his grandchildren his was the national champ. Not bad, eh?
CREW'S VIEW
"Drive her right into the men's room.”
We knew the boat was competitive, the crew could function like clockwork, but we also realized that this was a national championship regatta and that anything could happen. Less than two minutes before the starting gun of the first race John Ravizza was counting the time, Vito was wondering with authority whether it was 2 or 7 minutes to the start, and A1 Mitchell kept saying “keep the boat moving, keep the boat moving.” It looked like a great start for Galliano until the jib block ripped the track off. However, in a few seconds a hammer (a hammer?) was pounding, and the block was back in place. The flag was up and we were off to Crissy in 12 knots of wind. With a weak flood each short tack along the shore was critical. Helmsman Vito questioned how far into the St. Francis he should carry the tack. “Drive her right into the men’s room”, Mitchell advised We were the first boat around Crissy, and the first around the other two marks, and with 13 other boats behind us we tacked up the cityfront and took a fortunate first. In the afternoon race the wind was gusting to ovfer 25 knots and most boats were reefed. Again we got a good start and rgunding the last mark headed for the finish we were in the lead. We felt we could breath a little bit easier when it was noticed that the mainsheet car was about to self-destruct. With 20 or more short tacks left to the finish and four boats hot on our transom, we quickly jury-rigged the car and crossed our fingers. Like the hammered down jib track, the car held together and we took first place for the second time in a row. In the third race the biggest disaster was Vito’s stopwatch stopping, and accustomed to greater adversity we were able to hold off the other boats for another first. Enjoying the champagne and cheers when the boats rafted together for post regatta pleasantries we overheard one competitor say, “I guess sometimes everything goes perfect.” We looked at each other knowingly and reached for the champagne. —Rich Everett
page 27
CORONADO 25 One of the most popular boats on the bay and around the country is the Coronado 25. Its combination of roominess, speed, and ease of. handling has made it the largest/racing cruising class in the world. The Coronado 25 was designed by Frank Butler and was first put into production in 1965. The boat was extremely popular early, and sold in great numbers on the west coast, the southern and eastern U.S., as well as in England, France and Spain. By the time production had ceased in 1972, over two thousand Coronado 25s had been launched. They had been produced in California, Virginia and Malaga, Sjpain. The Coronado was designed for the light wind conditions of southern California. The earliest boats suffered from extreme weather helm, and after about 100 had been produced, the mast was moved forward and a larger rudder was added. At the same time, a new deck mold was made incorporating attached hatches, non-skid deck panels, and cockpit coaming winch islands. A lazarette outboard motor well Was also added, a most convenient design feature, to replace the transom outboard bracket. Some of the earlier 25s are still seen on the bay. With a generous sail plan, the 25 has always been quite fast in light winds. Many Coronados have raced successfully in the ocean and the MORA Long Distance Race and the Newport to Ensenada Race are just two of their many victories. Since its introduction the Coronado 25 has been popular on San Francisco Bay. When the first boats were sold in 1965 an active racing and cruising fleet was formed, and by 1968 over thirty of the Butler designs were racing in the YRA series. Since 1968 the YRA fleet has leveled off to an average of 20 active racers. Today, there are over 300 of the 25s sailing on the bay. Unfortunately, the Coronado 25’s southern California design does not adapt well to the windy conditions of the bay without modification. Racing skippers have installed new spreaders and double lower shrouds to reduce the chances of mast failure. The early relocation of the deck-stepped mast put only the aft part of the heel over the bulkhead, and several local racers have jacked up their sagging decks with supports from the keel. The extra support allows these skippers to keep their rigs tight for good windward performance. Flat sails, huge reefs, and large crews (seven or eight on the weather rail are not uncommon in YRA racing) make the boat manageable in the windy summer weather. August 11 thru 14, the St. Francis will host the 1977 Coronado 25 National’s, and top skippers from around the country will compete with the local leaders. The current YRA front-runner and three-time YRA champ is one of the oldest
boats in the fleet, No. 43 Kinship III, skippered by Jim Callahan Jr. Another tough competitor in the nationals will be Jim’s arch rival Larry Russo, sailing one of the newer boats, No. 1383 Juggler. Other top boats - Marie, Rettie About, and Ventura will join Kinship III, Juggler and other local bay boats to take on the out-of-town challengers. The city front racing in the nationals promises to be the highlight of an already exciting
Coronado 25 racing year. The friendly Coronado 25 one-design class sponsors race clinics periodically to help new skippers overcome early problems. Top level racing in the class helps develop skills by trial and error methods of improving boat speed. The enduring qualities of the 25 are evidenced by the fact that a good percentage of 25 owners move up to larger Coronados.
However, some owners just out-and-out love their 25s and wouldnâ&#x20AC;&#x2122;t trade them for anything. The San Francisco Coronado 25 fleet cordially invites any Coronado owners or prospective owners to join them and become part of the many racing and cruising activities. Contact Larry Russo, 18 Marin Ave., Sausalito, 94965. Phone 332-0563 or 863-6244.
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Twenty one boats started at 9:10 a.m. from Lime Poi aturday July 2, on the 26th Annual Boreas Race sponsored 1 the ultra-fnendly Elkhorn Yacht Club of Moss Landing. The < mile run to Moss Landing was to prove a breeze for some, ai quite a challenge for others. Most skippers, however, were walking slow and talking lo vL*™ ?lg pre‘race partY the night before at the Presid Yacht Club. Hangover and headaches notwithstanding (and f< which no handicaps were granted) the start was clean and tl 21 boats began beating their way out the Gate. No sooner than Tararoo II, skippered by John Davis, ar Lady Quixote, skippered by Steve Cook (both of the Elkhoi YC) started than they spotted a small power boat near tl north tower of the bridge with several of its passengers wavin desperately for help. Tararoo II and Lady Quixol
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BOREAS RACE took on passengers and stood by the ailing vessel until the Coast Guard, delayed by other emergencies, could arrive. Both boats resumed racing and were awarded time allowances for assisting the disabled vessel. The first boat out the Gate was Nuance, a Swan 41 skippered by Bill Andrew of the San Francisco YC, second and hot on Andrew’s tail was the Santa Cruz 27 Hocus Pocus skippered by Dick Callahan of the Elkhom YC. No matter how they tried on the beat out, the crew of Nuance just couldn’t shake the much smaller Hocus Pocus. In the light morning airs the two boats continued their battle for first position with the wind from the southwest. Finally as the wind began to come from the usual west to northwest the spinnakers were broken out. Nuance was still in the lead and still trying to dust the pesky Pocus without much success. Meanwhile back at the Gate the boats with more ‘casual’ sail inventories struggled against the the light winds and adverse tides. One boat decided that having made no progress over the ground in 3 hours to call it a day and was the
first to drop out. Another boat, from Elkhorn, whose skipper figured he had to get home regardless, finally passed Mile Rock at 1445. Winds never did pick up to more than 15 knots on Saturday and the seas were relatively calm. Finally, around midnight the winds died altogether and the skippers started their waiting game. Nuance, Hocus Pocus, and Diana (and Islander 36 skippered by the owners son Steve Zevanove) had managed to slip across the finish line at the Moss Landing entrance before the calm. The boats just behind the first three were in plain sight of the finish line but were unable to ghost across until around 4:30 in the morning. After that the winds picked up and the rest of the fleet began to roll in rapidly. The Overall corrected time Perpetual Trophy was returned to the Elkhorn YC thanks to Dick Callahan, with Nuance taking second. Both of the boats had raced I.O.R. Diana finished third overall and took first place in Class B, followed by Manana Frank Lara’s Ericson 35 from Elkhorn, and Sundance a Tartan 37 skippered by Jim Diepenbrock of the Corinthian YC.
Class C, for multihulls was taken by Osprey with George Rutherford and his renegades from Elkhorn. Although he didn’t place, a special tribute was given to Harold Zook at the gala post race party and dinner Sunday night at Elkhorn where all the trophies were handed out. Zook had organized the first Boreas Race 26 years ago. Zook explained that this will be his last Boreas as he intends to leave on an extended cruise before the 1978 Boreas. The Boreas race again proved to be a fun race for all 21 boats entered. It provides a good excuse for a group of sailors to get together from the far . reaches of northern California sailing for a run down the coast. The race is a great opportunity for the serious racers to battle it out and at the same time gives the weekend sailor a good chance to enjoy a friendly middle distance race and some good times. Since the TransPac will not be held again until 1979 all of you wanting a crack at Merlin’s new record might just as well spend the next July Fourth on the 27th Annual Boreas Race. Mark your calendars. —Frank Lara
CHANGES IN LATITUDES Sonja is just grinning, Phil is estatic. Mason has jumped in the sea. I’m hanging on to a line from a sailboat, All nautical wheelers say we! Jimmy Buffet
simoon
quissett Slowly but surely the schooner Quissett made her way across the deep blue — 23 days — including 7 days of almost calms. The 140 miles/day for the last 2 weeks or so. Talked to a lot of cruisers getting into Hilo the same time as us. Everyone ran into 3-7 days of no wind depending on exactly when and
gene howard V
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Gene Howard has taken his Down East 38 from Sausalito to Santa Barbara where it will- be based permanently. Gene is the new postmaster in Santa Barbara. Accompanying Gene on the trip were Eric, a local school bus driver and his wife Mary, and Doug Wilde.
We arrived May 27, 1977 at Nuka Hiva, Marquesas and were surprised to see Renaissance with Virg* Pam, & Chris Erwin aboard, anchored in the harbor. When our anchor was set, Virg came over and had a cold beer as our freezer box was still a little cool; this was in reverse of tradition of greeting a new arrival with a cold one. Our cruising in French Polynesia has been exciting so far and the hospitality is the best we have ever found. Except for the “No-Nos” of the Marquesas, the environment is most beautiful too.
where they left from. We should have waited until the 1st of July to leave when winds began on the coast and didn’t quit - Merlin proved that. Quissett did great — tight as a drum — all our gear held op except for the spinnaker, and that was our fault. Weather was cloudy all the way over, so we’re all enjoying the hot sun here on the big island. Mainland bound September 1. — John Donovan.
The sailing time was 47 hours, and stops were made at Morro Bay and the popular Coho anchorage just around the corner from Conception. Winds were strong as they were riding the end of a gale, with 12’ seas and 3 foot wind waves. After arriving in Santa Barbara a brief trip was made to Santa Cruz Island - Gene plans to charter his boat to the island on weekends from Santa Barbara.
sundowner The Toamotas and their generous people so far are our favorites: Manihi, Ahe, and Cepataki. We want to return there soon. We are now in Papeete, Tahiti and once again we are glad to see that Renaissance is close by. We are making minor repairs and planning our return voyage via Moorea, Huahine, Bora Bora, Hawaii & San Francisco. - Bob & Gail Jensen Simoon — Columbia 50
victoria After 19 days & 2300 miles here we are in Hilo as planned. It was a fantastic experience, even better than the anticipation. Tomorrow we leave for Maui where we’ll explore for the next 10 days or so. — Glenn, Marlene, & Eric & Peter Christiansen.
Ty Knudsen and crew member Barbara arrived in Coos Bay, Oregon on their way to spend the summer among the San Juan Islands. As Barbara has not sailed outside the bay before, Ty has rigged his Westsail 43, Sundowner for singlehanding. The major modifications were installing self-tailing winches, a Sayes self-steering vane, and a system for reefing the main from the cockpit. Only a day and a half from San Francisco the winds whipped up considerably. For 2 days the yawl was set
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CHANGES IN LATITUDES with a storm jib and a double reefed main. Ty and Barbara plan to spend the summer in and around Vancouver Island and return to the bay area for the winter. In the Spring Sundowner will be heading for Hawaii and points farther south. Ty feels confident sailing his 43 with a small crew; he spent 2Vi years on a singlehanded trip to Mexico - in his Westsail 32, Misty. During the trip, Ty supported himself, his dog, and his monkey, “Squeaky”, by trading food that he got by diving.
and John Neal and Dave Van Houten. Seven other sailboats were in Taiohae at the time including two others from the Sausaltio Cruising Club (Simoon and Valhalla). A fourth, Renaissance, departed a week earlier. Among the most useful devices on the boat are the Aries vane, Tillermaster, refrigeration, and ham radio. Sail inventory includes main and 120% lapper by Franz Schattauer, Ratsey 160% genoa, storm jib and storm trysail. After two months in the Marquesas, the voyage plans to continue on via the, Tuamotus to the Societies. — Robert M. Jewell
Matt Rittenberg, Phillip Knapp, Winston Howe, and Eric Weichardt along as crew. On board for the departure party were Mr. & Mrs. Knapp, Mr. & Mrs. Howe, and Winston Howe Jr. Fait Accompli is equipped with Famet roller furling gear and a dodger which should serve them well as they have a mooring reserved at Catalina where they will no doubt fry in the sun. If you ever wonder how important it is to carefully replace an oil filter on a diesel engine, Bob and Terri can tell you.
Barbara arm convoy
We just recieved a later report from Sundowner. Ty and Barbara are now in La Conner, Washington, and plan to stay cruising in the San Juans until Spring rather than return to the bay area. Next March they plan to head farther north to Alaska and spend the summer there rather than heading for the south seas as previously planned. Apparently the cruising up north is pleasing. Ty reported that they have hit some of the roughest weather that he has ever encountered outside of San Francisco and on the way up the coast. Except for a leak that developed at the caprail, Sundowner has performed excellently. Ty claims the trip has made him a real believer in heavy displacement boats.
August 2nd looked like an Islander Freeport 41 convention at Pelican Harbor in Sausalito, as four Freeports berthed in Pelican headed south together for 3 week or longer cruises to southern California and the Channel Islands and Catalina. Originally it was not planned as a group expedition, but one after another other Freeports decided to make the trip.
Cruising with Fait Accompli will be Barbara Ann, owned by Nancy and Jack Horton, with Barbara, and Taylor going along as crew. The impeccable nautical
fait accompli Bob Davidson and Terri Rittenberg are owners of Fait Accompli, and are taking
clotheshorse Capt. Allen Glaberson will assist them on the trip down south. Like Fait Accompli, Barbara Ann is equipped with Famet roller furling and a dodger.
kachina delphinius Aboard Yacht Nuka Hiva
Kachina
Taiohae
Bay,
Kachina, an Alberg 35 (Pearson) sloop, arrived in Taihoae Bay, Nuka Hiva, Marquesas Islands, at dawn on June 3 after d 26 day non-stop voyage from San Francisco. Aboard are owner Bob Jewell, page 33
Aboard Gary Bloomberg’s Delphinius will be Martin Mitchell, Ryan Smith, and Phil Howe who modestly has proclaimed himself “Group Commander” for the Freeport onslaught. Delphinius is equipped with with Famet roller furling,
CHANGES IN LATITUDES Loran, radar, a dodger, a diesel heater that turns the inside into a sauna bath, and was the scene of hectic last minute activity. One of the crew had arrived from
Natasha Beitz, who will be accompanied by their three sons, John 17, Stephen 13, and Phillip 14. Natasha II had recently had an enjoyable first cruise down to Moss Landing and decided to join in on the trip south. Natasha II had her Loran installed just minutes before leaving, and a quick lesson was given in how to use it. Like the others, Natasha II is equipped with Famet roller furling and a dodger and is loaded with electronic gear, with more on order that didn’t arrive in time for the trip.
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future. Stig’s boat is well equipped, including a Larwyck — Monitor self steering vane, which worked so well that nobody was needed on the helm on the trip up from San Diego.
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pakaroa Jean Michele and Tully pulled into Pelican Harbor after a 2Vz year cruise from France in their custom French-built Tahiti ketch. The boat has been in the south seas for the last 18 months and is just in from a 26 day passage from Hawaii.
Ron Engelen, owner of Freeport No. 78 was disappointed that his boat had not arrived yet, and that he was not able to join the group going south.
Seattle minutes before departure, the Avon dinghy had just arrived from L.A., the big drifter had just been tugged from Pete Sutter’s hands, and plans were made to fly the mizzen staysail down to Monterey the next day. As the three other Freeports hovered outside Pelican, pad eyes were being installed on the mast for spinnaker poles — it was a typical departure.
temanu Waiting for the four Freeports to leave Pelican so he could get a berth was Stig The boat is now up for sale, but Jean Michele is not about to give up sailing, he is going to begin construction on a new boat either in northern California or Morro Bay.
natasha II The fourth Freeport in the group is the Natasha II owned by Dr. George and
lily Massimo and Vera Zenobi have left Sausalito for a month’s cruise down to the Channel Islands in Lily, their Overseas 41 ketch. Clint Ferrara accompanied them on the trip down and will serve as Massimo’s chaperon when Vera returns to the bay area to resume work. Massimo is in films and can afford to take leisurely vacations. Lundberg of San Diego who had recently arrived from down south in his Freeport 41 Temanu. Stig was accompanied by his wife and children, and was not particularly enchanted with the northern California weather, and is longing to get back down south where it is warmer. Temanu has been cruising down in Baja, and Stig hopes to spend several months in the Sea of Cortez in the near
Massimo is one of those sailors who drives you just crazy with organization. 10 days before the departure date he had virtually rebuilt the boat filled it with stores and was ready to go except for “topping off the tanks”. It’s people like Max who give us normal sailors a bad name. Max left one minute after midnight on Friday, having once before violated the
CHANGES IN LATITUDES sailor’s superstition of starting a voyage on a Friday. The last time he left on a Friday the crew ate breakfast at five in
handled well although it was almost airborne twice in the heavy seas. By comparison, when they rounded Conception on the way up the coast there wasn’t a breath of wind until they hit Point Sur. Bill has made some interesting modifications to his boat. He took the batteries from under the companionway and moved them under the dinette. He put the water heater where the batteries were and now has a small work bench in the engine room. Liam uses a 1000 watt burned out light bulb for a TV antenna — the picture is fantastic. Liam is now equipped with a roller furling jib system by Famet, and Bill hopes to install Famet roller furling on the main and mizzen in the near future. A C02 fire fighting system has cut the insurance premium on the boat by over 7%.
foxglove Foxglove, a Freya 39, recently made a quick 4 3/4 day passage from the Straits of San Juan de Fuca to San Francisco. The boat had been enjoying a leisurely cruise among the Gulf Islands of Canada
the morning, hadva beef stew dinner two hours later, and then neglected to eat for the next day and a half. This time Max wisely idled the hours away getting drunk until it was Saturday.
with builder Jim Gannon, his wife, and their 15 months old son on board. The Gannons had been looking for isolated anchorages, and were surprised to find boats wherever they sailed.
concubine Mark and Kathy Barger left Clipper Yacht Harbor for a cruise down the coast on their Coronado 30, Concubine. Going along as crew are Kurt Ziegler and Clarence Nelson. Members of the Sausalito Yacht Club, Mark and Kathy plan to spend 3 weeks on their cruise and just head in the direction of San Diego.
liam Bill and Lori Regan have left Coyote Point and are heading north for a summer cruise to the San Juan Islands in their Freeport 41, Liam. The Regans are taking one of their grandchildren along and expect to have various friends and relatives as crew during the trip. Liam had been cruising off the Channel Islands earlier in the year. On February 27th the Regan’s hit their roughest weather yet, Force 10 winds and 18 foot seas with some up to 25 according to the Coast Guard. Bill reports that the boat page 35
don carlson Don Carlson, one of the most active local sailors recently took his new Rafiki 37 down the coast to Morro Bay to serve Having worked as a chief engineer on freighters all over the world, we asked Bill if he was going to put a strobe light on top of his mast for foggy weather. He emphatically said no, because in his experience freighters would head directly for the light at normal speedexpecting to find someone who has fallen overboard. We also heard the definitive freighter horror story. Bill was called to the bridge' of a freighter on the Great Lakes. A sailboat was sighted about 10 miles ahead and they knew Bill had a fancy for sailboats. Bill had a look at the boat, on the calm clear day with no other traffic insight. He was called away from the bridge for a job and shortly thereafter heard a crash. The freighter had hit the sailboat and caught its anchor flukes in the spreaders of the boat. They had been watching the sailboat for 15 minutes and still managed to hit it. Happy sailing.
as the MORA Long Distance Race committee boat. Don plans a cruise into Mexico early next year.
RAISING WAVES The American Sailing Association trade and personal names without asking (ASA) office at 108 Caledonia in permission. Sausalito isn’t located in the busiest part In addition to claiming discount of town. But, the ASA is the center of a privileges at Johnson & Joseph, the ASA flurry of controversy, causing concern to in its Spring newsletter to members, said the Coast Guard, members of the marine the same “5 to 20%” discount would industry, and ASA members. More than a apply at Marin Marine in Sausalito. Marin few people are unhappy with the way the Marine owner Ted Carter, like the ASA is conducting business. executive at Johnson & Joseph said he The Coast Guard is currently had never been contacted by the ASA investigating alleged ASA associated and that he had never given them violations of charter boat regulations. approval for anything. Johnson & Joseph Specifically, taking or arranging for has referred the matter to the company paying passengers to sail on boats without attorney who was out of town at press proper licensing. time. A top executive at Johnson & Joseph Two bay area boat owners and a New marine supply in San Francisco and Jersey-based sailing school, Oceanus, Inc., Oakland is another party that is report they had not given permission to concerned. He says the ASA told their the ASA to include their names on ASA members they would recieve “5 to 20%” lists distributed to ASA members. The discounts at Johnson & Joseph. The ASA, ' ASA lists advertise boat owner^ looking the executive explains never received — or for crew. ASA president Scheer said he even asked for —. proper store was unaware of this point. authorization. Johnson & Joseph, one of June Miller, of Oceanus,. speculated the oldest and most respected marine that the ASA must have “picked up one chandelries on the coast has a rigid store of our ads.” policy that prices are the same for anyone Howard Reischel, of Sausalito, who and everyone who steps through the was listed as needing crew for a boat that door. he had in fact sold, said, “I was upset Alan Rudolph is a disgruntled ASA when I got all the inquiries” (from member. He says the Association failed to eager-to-sail ASA members). deliver on their promise to provide him When asked to comment on the alleged with weekend bay area sailing charter boat violations and criticism by opportunities and monthly lists of boat local individuals and established reputable owners seeking crew. Rudolph has filed a businesses,. Scheer said he wasn’t aware of suit in small claims court in Marin county the Coast Guard investigation and added to get his membership fee and dues back. that “we’re not in the charter business These are not the only people and never really were.” concerned about the ASA. On the subject of discounts, Scheer Bill Johnson, who for several months contends the ASA did have discount taught the ASA’s weekly classroom approval at Johnson & Joseph from an course in Sausalito, recently resigned assistant manager, who he failed to namq. from that position. Johnson, who was Scheer said this was later rescinded. praised by several ASA members as a Whatever the case, the ASA Summer good instructor, commented that the newsletter reported that the promised ASA “didn’t give me a good feeling”, but discounts has been “temporarily declined to elaborate. Johnson’s only discontinued.” connection with the ASA was teaching On the subject of Rudolph’s small the weekly class for which he recieved claims suit, Scheer said Rudolph got what $20 per session. he was promised and that he will “go to Just what is the American Sailing court to win it.” Association? It is a west-coast operation Scheer, who said he is 18, although founded in San Diego in 1973. Currently “for business purposes I usually use 24 it has two offices, one in Sausalito and for a good age (because) people respect one in Redondo Beach. The ASA you more,” added that it’s unfortunate maintains a staff of about eight, that the people who are dissatisfied “raise according to president Jeff Scheer. Jeff the waves while those who are content said the purpose of the ASA is to “train “don’t open their mouths.” people for crewing positions on boats and When asked by this reporter to supply people with listings for boats set produce those who would speak in favor to sail.” In otherwords, a yacht referral of the Association, Scheer came up with service. • only two ASA members. One of them is In the course of doing business, the currently a paid ASA employee in ASA, according to many local observers, Sausalito, the other was a paid ASA seems to have a habit of using peoples employee in Redondo Beach during the
month of June. Both expressed general satisfaction with the ASA. Some of the dissatisfied are not against the concept of the ASA. Richard Scott, 35, a member, said “the idea (of a yacht referral service) is super. It has just been totally incompetently carried out. I didn’t put, out that much money ($40),” he added. “But I feel abused, I didn’t get anything.” “The worst thing,” said Scott, who has been sailing for several years, “is that most people around boats and sailing are pretty good people. This organization just ripped people off.” Scott’s sentiments were echoed by several other members. ASA member Cindy Wilder said she thinks “a lot of people joined, got bored, never got their money back and just left.” The ASA claims to have 10,000 members on the west coast and even some on the east coast and south America. About 4,500 are boat owners in need of crew for their cruises virtually anywhere in the world, according to the ASA. It is fairly easy to get on a boat, the ASA has told prospective members, although the organization does not guarantee crew positions. The ASA function is to set up contacts with yacht owners. If a prospective member doesn’t know how to sail, the ASA claims they will teach them with on-the-water training (at $10 a day) and Monday night classroom instruction. A “gold” membership card purportedly entitles the owner to discounts, parties, and more. The ASA promises to provide yacht owners who join with “trained crew”. To join the ASA is simple — merely pay a $28 lifetime membership fee and $2 monthly dues, with the first months payable in advance ($12), a total of $40. What are you promised for your $40? It isn’t clear as different members have been promised different services for their money. Some members say they are told the ASA had three boats at its disposal for weekend sailing. Others were told that the classroom course would include celestial navigation. Neither of these promises seem to have ever materialized. Members who joined last Spring were told they would automatically be mailed monthly lists of 6 to 8 yacht owners desiring crew. Many have only received one list. Others who joined in the summer were told they would have to write to Redondo Beach for such lists. The ASA also is inconsistent when reporting how many members it has. Scheer claims 4,000 members in the bay
RAISING WAVES area alone! (With 10,000 in all.) But Bruce Miller, the current ASA office manager in Sausalito, says there are only about 200 to 300 bay area members. Perhaps even more interesting is that Scheer says that the 4,000 local members of ASA are all full paying members. Since the ASA didn’t come to Sausalito until January it would seem Scheer is indicating that they have taken in $160,000 in the last eight months. When questioned about the finances of the company, Scheer says the money is “all spent” and that it costs $32.50 to process each membership application due to such overhead as salaries, rent, printing and postage. There is some evidence that not all members of the ASA are paying members, perhaps only those who want to crew must pay while boatowners are given free memberships. Two local boatowners contacted said they were given free memberships. This reporter noticed stacks of printed form letters in the Sausalito office which began, “Dear Yachtsmen. We would like to invite you aboard the American Sailing Association with a year’s free complimentary membership.” The question of how many members of ASA have actually hooked up with yacht owners for cruises results in another bag of mixed answers. Scheer says “thousands”, adding that one doesn’t hear abput those people because they get on the boats and are gone. Office manager . Miller and Vicki Welpa, a one-time ASA employee in the Redondo Beach office said they know of about six ASA members who have gone to sea through the referral service. Meanwhile, the Coast Guard is keeping an eye on the ASA, both in the bay area and in San Diego (even though that southern California office is closed), to determine if the ASA is involved in the unlawful charter of boats. The agency got interested in the early Spring after receiving “bunches” of complaints from ASA members and learning that the ASA was asking $10 from members to go sailing on weekend days. The official who supplied this information, who asked to remain anonymous said that regulations require that most vessels are subject to licensing and inspection requirements even if only one paying passenger is aboard. The rules get much more stringent after the number of passengers passes six. The regulations are on the books for the safety of the passengers. The Coast Guard however, only has jurisdiction over the “owner or page 37
operator” of the vessel, and not over land-based organizations soliciting the funds for the rides. The ASA is still under scrutiny, a Coast Guard official said, because it is authorized as the operator of “Mistress” a 61-foot schooner which just sailed in the recent Trans-Pac. Scheer says he “doesn’t remember” if ASA members ever paid to sail on the “Mistress”. Scheer added that the “Mistress” which is skippered by ASA founder and treasurer Ralph Stettler, is set for a world cruise and won’t be back for several years. Stettler will be the skipper of the boat during the cruise. Scheer states that no ASA money was used toward the racing expenses incurred by “Mistress”. To date, the Coast Guard has caught two boats with groups of ASA paying members on board. The first case was early in the year in San Diego. The second instance was off Tiburon on May 14 of this year. In both cases, the boats were owned and operated by private citizens and were not registered as charter vessels. In both cases the ASA had initiated the sails and had collected money from its members for the sail, the Coast Guard reports. The agency discovered these illegal charters with the help of two Coast Guard “plants” who became members of the ASA last Spring. It was the fastest, easiest way to find out if the ASA was taking boats for hire, said a senior Coast Guard official. After the San Diego incident, the ASA’s Stettler personally talked to the Coast Guard Investigation Office in Sari Francisco. At that time he was informed of the charter boat regulations. Nonetheless, on May 14 the Coast Guard caught paying ASA members on another illegal charter. This time the boat belonged to Harry Salesky, and it had just left the dock near Tiburon. On board were 14 ASA members, including Ensign Janice Blackman, the Coast Guard “plant” in Sausalito. The members had paid $10 each for the “training session”. Jeff Scheer was onboard at the time. Ensign Blackman said that when Scheer finally recognized the Coast Guard was going to board Salesky’s boat, Scheer’s exact words were “How did they know?” When contacted later, Scheer said, “I don’t recall saying that.” Blackman added that Scheer, in collecting the money from the members at the Monday class previous to the May 14th incident, did not tell them the whereabouts of Salesky’s boat. Members were simply to meet at the Sausalito pffice on Saturday morning and they \
*3?
would be taken to the boat. The Coast Guard just trailed Ensign Blackman and the other members to the chartered vessel. “We didn’t know which boat it was until five minutes before we boarded”, the senior Coast Guard official said. Because Salesky’s vessel was not registered to operate as a charter vessel, it was he as the owner/operator who came under immediate investigation. When the investigation was completed, it was concluded that Salesky did not willfully break the law and therefore it would have been “unfair” punishment to seize his yacht — the maximum civil penalty under law. (The vessel apprehended in San Diego was not seized either when it was caught with ASA members on board.) Salesky, who received a warning, declined to talk about the specifics of the incident, but did advise boatowners, “Before anyone allows a second party to use their boats, whatever their reason, they owe it to themselves not only to know the laws, but to really know who they’re dealing with.” So, the American Sailing Association story continues, with the organization providing few, if any, weekend on-the-water sailing classes or sailing opportunities since the Salesky incident. The Monday night classes were discontinued for several consecutive weeks, but are reportedly being resumed with a new instructor. The ASA says it is currently advertising for members in publications like the Contra Costa Sun, the Pacific Sun, and the San Francisco Advertiser, as well as two bay area radio stations. Whether the ASA, which is currently signing up new members, can satisfy them remains to be seen. That it has caught the ire of the Coast Guard over alleged illegal charters, angered several local marine businesses, and brought charges of broken promises from many of its current members, is beyond a doubt. The ASA with offices in Redondo Beach and Sausalito is not to be confused with the American Sailing Association which used to have an office at 7000 Broadway Terrace in Oakland. Apparently, the two associations with the same name are in an ongoing legal battle over who has the rights to the name American Sailing Association. — A1 Goodman
The author of this article, A1 Goodman, is a member of the American Sailing Association. He is an unhappy member.
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Saturday, July 9 marked the start of the 10th annual Great South Bay Race on San Francisco Bay. The two day race is a family cruise event sponsored by the South Bay Yacht Racing Association, and attracts boats from many different clubs around the entire bay. This popular event held its start at marker No. 8, just north of the San Mateo Bridge and ended the first leg outside of the Berkeley Marina. The fleet of 48 racing boats then proceeded to raft up at the Berkeley Yacht Club to have a rousing cruise banquet. BYC in their hospitable tradition, put on an excellent steak dinner and a delicious breakfast before the start of the last leg on Sunday. The first day of racing started out as a typical brisk San Francisco sailing day, and by the time A and B division boats prepared for their port tack around Alcatraz the winds were getting downright hairy. The winds the second day were more variable with most of the fleet falling into a hole in the lee of San Bruno Mountain, allowing a Ranger 23, “Vitamin Sea” among other small boats to overtake as well as correct out ahead of a number of larger boats including the new Peterson one tonner “Black Magic”. The trophies for the event, which will be awarded at the SBYRA’s awards banquet, will be provided by Bern Juracka of Port and Starboard Marine Store.
DIVISION A IOR 1st place - Ranger 23 “Vitamin Sea” 2nd place — Ranger 23 “Skidoo” 3rd place — Peterson “Black Magic” DIVISION B 1st place - Cal 2-30 “Chablis” 2nd place — Yankee 30 “Wild Raspberry” 3rd place — Cal 28 “Breakaway”
Sutter mainsails have a new twist in jiffy reefing. A built-in load wire eases the leech when reefed and gives a faster, flatter mainsail shape. Send for our Mainsail brochure for more details.
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DIVISION C 1st place - Venture 21 “Slooper Dooper” 2nd place — Catalina 22 “Tai Winds” 3rd place — Catalina 22 “Razark”
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MISCHIEF
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WILD RASPBERRY
tip DA DELTA ... a story in which green lettuce turns brown . . .
“You must be crazy!” I said to my husband when he first suggested that we spend ten days up the Delta on our 27 foot sailboat. “Vacation,” to me meant luxurious accomodations, clean sheets, and room service. Instead he offered me a double sleeping bag, canned food, and the challenge of doing a weeks worth of laundry in a saucepot! I know better than to come between a man and his boat, so I reluctantly agreed to pack two preschool kids, one shaggy dog, one gung-ho husband and myself for an adventure on the ' Sacramento River Delta. I had pretty well mastered the art of cooking on a one burner gimballed stove. I could probably write a book titled “The Sterno Gourmet.” But the technique required to wash diapers by keel-hauling them through the water without losing a few is something that required practice. Nevertheless, after a month of list making, grocery shopping, canopy construction, extended conversations with friends who had made the voyage, and a wash and wear haircut, I felt totally prepared. But how does one prepare for a child with a 104 degree fever on the Fourth of July, several nautical miles from civilization? Should I have foreseen our previously trusty engine cutting out with the wind on our nose and the tide racing oceanward? The first day of our cruise was uneventful except for the usual kid-orientated harrassments. Our son Patrick was “starving” the minute I managed to stow all the provisions neatly away. And our partly toilet trained daughter shrieked to go potty as we attempted to hoist sail and avoid the starboard tacking racing fleet bearing down on us. Even our faithful hound demanded her share of attention by performing an act which prompted my husband to lapse into poetry: “The dog pooped on the burning deck”. Notorious Suisun Bay was more cooperative, allowing us safe passage without the blustery warning it often gives to trespassers. But we encountered numerous sailboats aground on the shoals and agreed that constant attention to dur charts was in order. We tied UP for the night at Lauritzen’s Yacht Harbor near the Antioch Bridge, and relished our last night with the civilized amenities: shore power, hot showers, and ice cubes. In the morning I awoke to the shattering crackle of cereal hitting the bdwl. “What time is it?” I groaned “The little hand is on the six and the big hand is on the three,” a small voice answered Then and there we made up our first rule: “No one out of bed until the sun comes up!” And thereafter we covered the ports and hatch with dark colored beach towels at night. Mid-morning found us alternately sailing and motoring
toward Georgiana Slough. Attired in bathing suits, we basked in the warmth tha,t is so rare on San Francisco Bay. The kids looked like giant mushrooms in their sun hats. As the afternoon sun blazed down we hit upon an idea that cooled our feet and entertained the children for hours. We merely plugged the cockpit drain hole with a sponge, sloshed in bucketfuls of river water, and created a wading pool. The children sailed the ruti'ber “go-ahead” sandles and splashed about contentedly. We sneered at the ‘stink pots’ that roared by, held an impromtu “man overboard” drill retrieving a full, floating can of beer, and tried our luck at rolling salami as bait. I mused as I lolled on the foredeck, cruising was going to be fun! Our anchorage for the night was a kidney-bean shaped lake on Georgiana Slough, already inhabited by three or four other sailboats. Lgter, another sailboat dropped anchor nearby, and then a big houseboat. (There goes the neighborhood!) We amused ourselves by rowing the kids around in our rubber dinghy, swimming, and doing bits of long neglected maintenance such as oiling the teak and smearing wax here and there on the hull. But that seemed too much like “work” so when the low tide uncovered a small beach, we waded, dug clams, and built an artistic mud and driftwood sculpture. As the sun began to set we barbecued on a small hibachi on the stern of the boat, read aloud a few chapters of the Swiss Family Robinson by lantern light, and roasted marshmellows over a candle. Then tranquility took its toll and we retired, anticipating the Fourth of July festivities the next day. Cruising was going to be restful! It seemed as if I’d hardly dropped off when a wail jarred me awake. My first conclustion was that one of the kids had tumbled from the bunk, though I had heard no revealing thud. Instead it was Patrick, miserably flushed with fever. Finding no other symptoms, I dosed him with aspirin and snuggled him down again. Two hours later his temperature was still elevated so I gave him Tylenol, and this every-two-hour medication continued until dawn. Morning found him full of spunk and the fever down, but I was an exhausted wreck. The interior of the boat looked like a disaster area. Unaccustomed as we were to “lengthy” cruises, we had brought far too many clothes, toys, and other provisions. They were out of the way in the forepeak by day, but there was nowhere to stow everything while we slept. The floor, table, and port berth were piled precariously high. (A 27 foot boat sleeps five, if nobody brings anything!) John and I sniped at one another, each attempting to avoid the blame for this nightmarish mess. The kids squabbled over
MINI-CRUISE . . . a husband waxes poetical . . . who was going to play with which toy. Even the dog added to the ruckus by bow-wowing for her morning biscuit, an innocent ritual at home, but a deafening, irritating demand in our closed cabin. She was immediately banished to the bow. I groaned to myself as I juggled dishes and pans in the tiny galley; cruising was going to be terrible! If someone had come motoring by at that moment offering instant divorce we’d have accepted. When we finally gathered our wits and supplies together, we decided the smartest thing would be to head back to Antioch to find a doctor for Patrick. As we reluctantly powered up for the return, luck deserted us almost completely as our inboard refused to put out more than a one-cylinder effort. Fortunately, the tide was ebbing even though the wind was on our nose, and we feebly made our way back toward Antioch. ’ As we approached the bridge, we questioned how we would make it through the narrow harbor entrance. Our Atomic Four was barely sputtering and the strong current and shoaly conditions made it chancy to attempt to sail in. As if on cue, a blue-hulled sailboat appeared, its yacht club burgee matching ours. We radioed them and they agreed to tow us the short distance into port. Lauritzen’s helpful harbor master directed us to Delta Memorial Hospital. An ear infection diagnosis, two prescriptions, and fifty dollars later we had the kid problem solved, now to the balky engine. That diagnosis was valve trouble at half the price. While the mechanic tinkered with parts, we began the world’s most extensive collection of bottle caps, plunked thousands of pebbles into the river, and made important scientific discoveries regarding what would or would not float. Finally, we had it all together again; ears, valves, ice, beer, and the desire to get moving again. The Fourth of July holiday required that we anchor near Mandeville Cut to view the traditional fireworks display. We were so late in arriving that there were bank-to-bank boats of every description hanging from every exposed sprig of tule. Instead we dropped anchor and grabbed a tule on Threeriver Reach ■ nearby and enjoyed the display with a little less company. When I dug into the ice box pondering the dinner situation, I discovered the “soup” was already begun. The bottom of the box was afloat with melted ice and the remnants of a couple of half cans of leftovers. Rule number two was immediately adopted: “Leftovers go in the garbage.” The next day Mandeville was comparatively deserted, so we moved over there and spent a relaxing day exploring the island trail, swimming, and discovering at last what cruising the delta
page 41
was really all about. With a full week still ahead of us, we tried to decide where to go next. We had received lots of advice from the “old timers” about the best spots on the delta. “Potato Slough has great islands and lots of trees.” “Five Fingers! It’s the area of big islands between Columbia Cut and Connection Slough.” “We always spend two weeks at Steamboat. The beach is the greatest!” “Be sure to go to Lost Slough, near The Meadows.” “If you want to rough-it first class, arrange to go to Tinsley.” “Fig Island”; “Turtle Lagoon”; “Lost Lake”; apparently some of the “in” spots are not even on the chart. But we found lots of them and each is special in its own way. Of course everybody’s requirements are different. We needed someplace to get the kids ashore once in awhile and we nosed into many a tiny, low tide beach, testing the depth tenderly with the keel, eyes fixed on the fathometer and one hand poised to throw it into reverse if necessary. We made a few significant discoveries on this trip. Besides the lake on Georgiana, our favorite spot was Hogback Island on Steamboat Slough, !4 mile long with grass, trees, beach, and picnic tables. We dropped a stem anchor and tied the bow to a tree stump. We are told it is not the place to go on a weekend because of ski-boat traffic but midweek it was ideal. (It is ignored on the chart except for the note “surfaced ramp”.) There is a bar at the entrance, about four feet at low tide. Depths inside vary. We also discovered that Korth’s Pirate’s Lair has a laundromat! With a gleam in my eye I earned in sandy diapers, greasy jeans, and grimy tee-shirts, and for the first time ever, I kissed a washing machine! (Rule No. 3; “Do not pack anything white.”) I also reveled in a hot shower and a welcome midweek reacquaintance .avith a mirror. (It’s not easy to comb your hair while squinting at your reflection in the end of a can of refried I beans.) One of the delights of the trip were the many picturesque bridges we encountered most of which opened “on command”, giving us an enormous sense of power. We found the booklet “Bridge Regulations” sent to us free by the Coast Guard to be very helpful. (Call 556-2560) It suggested we use a white flag signal, around three times in a circle, and our son assumed the duty of Officer of the Bridges, waving the flag with authority and gusto. The Mokelumne River Bridge near the junction With Georgiana Slough is under repair and is now scheduled to open
MINI-CRUISE only briefly on the hour. When it was at last time to head home, I was truly reluctant. We had rediscovered one another in an environment without T.V. or artificial entertainment. The children had also discovered crayfish, clams, night sounds, and weird insects. I found I was never sure what day or time it was, and I didn’t care. We ate when we were hungry and slept when we were tired. We had no artificially arranged schedules. We stayed in one place a few hours or a few days, whatever seemed right. Sometimes we socialized, other times we were solitary. We exchanged supplies freely with other cruising families and shared the mundane chores so that we could more quickly share the adventures, or the leisure. I took lots of notes so I could be more organized next time. I did some things right. I brought Ivory soap because it floats, important when you’re bathing in a lake. I slightly precooled the bacon at home to eliminate most of the grease. I froze all non-carbonated beverages including the milk which merely requires shaking when thawed. We precooled the ice box for 24 hours before adding the food, and kept each days’ supply of drinks, lunch and snacks in a small portable cooler to avoid constantly opening the ice box. I discovered you can make a jellow salad on a cruise — refreshing on hot days. And, I found that a small canned ham cooked at home can stretch a long way: sliced in sandwiches, grated in scrambled eggs, julienne in salads, or diced on a toothpick with an olive or a pickle for hors d’oerves. It is so versatile we never tired of it though it lasted the whole trip. I also did some things wrong. Leaf lettuce, my favorite,
Laser Santana 20 Montgomergy Dinghy
becomes brown mush in two days. I will never again leave the dock without a supply of pennicillin tablets, lomotil, an antihistamine for hay fever, and maybe some Sominex in case we should ever again anchor near some clod whose halliards slap all night! I shall in the future leave at home most of my shoes, and bras, and bring more clothespins. (Where do they all go??) I had expected tri be bored, but I wasn’t . I figured ten days of enforced togetherness would send me to the looney bin, but it didn’t. I thought it was impossible to fix thirty meals in a row without an oven, but I managed. (I also managed to gain five pounds.) In short, I loved almost every minute of it. But now John is eyeing charts of the Intercoastal Waterway. — Sue Rowley
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SIGHTINGS we're told it is our lucky day dear editor My wife and I really enjoy your publication. However, the terms “initial turkey” and “dead fish” use to describe the Westsail 28, (“Clawing Off” - Aug. 1977), beg definition. We are the proud owners of Westsail 28, Hull No. 3. We sailed her on San Francisco Bay before any modifications were made. She handled and performed very well in various wind conditions and all points of sail. The modifications when made were but improvements to an excellent boat. Before we decided on Westsail we examined in detail many of the boats in our price range. In my opinion no other measured up in quality of construction and rigging, beauty, performance and ease of handling. There were however many cheaper boat and a few more expensive. It has been my experience that people who speak badly of Westsail either sell something else or must rationalize why they have not bought one. Sincerely Yours, KSnneth R. Nutt of Jeudi Prochain, Santa Cruz
dear reader Kenneth, all the reports I got on the sailing qualities of the pre-modified Westsail 28 were from Westsail employees. They seemed to agree that the boat did not sail up to their expectations, and some of them did describe the original boat as a “turkey”, which does not have that bad a connotation. “Dead fish” does sound awful, in fact so awful that I couldn’t resist using it even though I have never been on any Westsail 28 in my life. I apologize for being seduced by my own irresponsible phrase. / don’t have anything to say for or against Westsail or any other boat, having long ago decided that all judgements about boats except one were subjective. The only truly objective statement I can make about boats is that mine is the best damn sailboat that ever touched water.
YOUR LUCKY DAY! YOU ARE STANDING ON MOST VALUABLE REAL ESTATE IN COUNTRY! That’s what the fortune cookie read that we picked up as we left Pier 9 in San Francisco a few weeks ago. We were at Pier 9 because in the 2nd issue of Latitude 38 we had run an article “Berth Control” about the North Point restaurant / craft shop / marina complex being developed by Warren Simmons on the San Francisco waterfront. Our article expressed mixed feelings about the project. The complex looked excellent in terms of providing jobs, revitalizing the neglected embarcadero,giying greater public access to the bay, and providing badly needed berths. What we didn’t like was the fact that future berth-holders would have to comply with certain definite and what we would consider cruel and unusual regulations. For example, one must take their boat out a prescribed number of times a month, one must fly Christmas lights from their boats the day after Thanksgiving, one must participate in certain promotional activities, etc. Only a few days after the issue appeared we learned that our opinions were about as universal as snowflakes. The publicist for the complex, Barbra Southem.calledusover to show us the project model and read us a letter written by an individual who thought all the proposed promotional activities were just great. The author of the letter even offered to paint a large heart on his boat for Valentine’s Day. Barbara originally thought the letter might be a prank; we assured her that it probably wasn’t. Harboring no bad feelings about our article, Barbara invited^us to the celebration July 28 that would accompany^ the signing of the last of eleven permits required for the project. July 28th is when we got the fortune cookie. For the most part it was a festive occasion. Impeccibly dressed businessmen greeted one another with slaps on the back, well-dressed wives exchanged kisses on the cheek — everyone seemed to know everyone. George Moscone offered some civic verbage, and then Col. H.A. Flertzheim of the Army Corps of Engineers made a few curt but amiable remarks and signed the last permit. The fireboat Phoenix shot spouts of water into the air as all the guests were treated to champagne and boiling cauldrons of crab with California wines and cheeses. It was a gala day for Warren Simmons until we opened our mouth. Away from the crowds we asked Simmons whose idea it was to require the stringing of Christmas lights from boats the day after Thanksgiving under the threat of eviction by the first of the year. “Mine”, Warren replied genuinely enthused. Fascinated, we questioned him about the necessity and feasability of that idea as well as some of the other peculiar regulations. Simmons quickly became defensive and departed looking for friendlier faces than ours. We left feeling bad, for our timing had been inopportune. The four years of 1 tribulations in obtaining the necessary permits and financing were evident in Simmon’s eyes. He had fought hard and had also invested over a million dollars just in the mere hope of getting the project approved. We left feeling bad because Simmons said, “I know you are against the project”. Somehow we hadn’t clearly expressed our admiration for the many, many good things that the project embodies. We also left feeling bad because we are still convinced that the requirements for getting and retaining a berth are both silly and unnecessary. We can accept the fact that perhaps the berths must function as what Simmons calls “a loss-leader tourist attraction”. However, we believe that there are ways for the marina to attract visitors without requiring sailors to be just so many Goofys in a waterfront Disneyland. In, our very brief opportunity we suggested that Simmons might find a marina similar to Pelican Harbor as an interesting alternative. Pelican Harbor was constructed with tradition in mind and has succeeded in becoming home port to a fabulous array of large traditional wood boats. Although the harbor is out of the way and unpublicized, the owner is often frantic with the crowds of people who are attracted to the fascinating assembly of unique sailboats. It seems that a concept like Pelican’s is * far more in fine with North Point’s stated “tum-of-the-century San Francisco” atmosphere. Wouldn’t a row or two of authentic historical vessels be a more interesting attraction than staged and contrived hoopla? . # It is our humble (and perhaps naive) opinion that the North Point Project would be well served by rethinking some of their marina proposals and regulations. We feel that berthing one’s boat in a tourist attraction is a large enough compromise and that sailors should not have to belittle themselves or their boats in order to get a berth. Actually we’re optimistic that-these things will work themselves out naturally. Mr. Simmons may have fought valiantly for four years against innumerable obstacles to get his project approved, but he has clearly never tried to tell a sailor what to do with his boat. The complex is slated to open in late 1978.
SIGHTINGS maybe he should have died at sea When most people think of Captain Bligh, they remember the guy who gave Marlon Brando a worse time than Maria Schneider. The real Bligh struggled for years against nature and his own shortcomings to achieve the position of Vice-Admiral. Bligh’s life was not easy, and he is not faring much better in death. Bligh seemed to have a knack for fostering bad relations with his commands. Fletcher Christian ran off with the Bounty; the crew of his “64” at the Nore dismissed him during the general mutiny; court martial proceedings were initiated against him by his crew on the Warrior; and, he was thrown out as Governor of New South Wales by the political factions and rum-smuggling military. Bligh’s image as an obnoxious commander is rarely balanced with his achievements. In his early 20’s Bligh was Captain Cook’s best cartographer, so good in fact, Cook several times took credit for Bligh’s work. Bligh was a valiant fighter, both in trying to save Cook’s life and later his remains, and also at the battle of Camperdown. Although the first breadfruit voyage resulted in the famous mutiny, Bligh did bring the plant to the West Indies on a second voyage for Joseph Banks. The achievement has largely been forgetten since the Jamaicans never took to the taste of breadfruit. Blighss greatest failure, losing the Bounty, precipitated his greatest achievement, the near 4,000 mile voyage in a small boat from Tofoa to Timor. That passage remains one the finest examples of small boat seamanship in history. In 1817 Bligh died and was buried, never receiving his due acclaim as an explorer, navigator and cartographer. His tomb is be moved so that a parking lot may be constructed in its place. Good fortune, it seems, never courted Bligh in life or death.
singlehanded race to hawaii We know a lot of our readers can’t wait until 1979 so they can break Merlin’s record run to Hawaii in an organized race. Good news, you don’t have to. The American Singlehanded Sailing Sdciety will hold its first Singlehanded TransPac June 15, 1978. The race will start near the Farallon Islands 30 miles west of the Golden Gate Bridge and will finish in Kauie, Hawaii. The Society plans to hold the race on even numbered years beginning with the 1978 race. The American Singlehanded Sailing Society is devoted to promoting singlehanded offshore racing for those sailors wishing, to test their skills and equipment against an open ocean environment. A long range goal is to test and improve the quality of offshore equipment and sailing techniques. The race will be co-sponsored by Survival and Safety Designs of Oakland and the Hawaiian Equipment Company of Ohai, Hawaii. You may sign up for the race today by calling (415) 834-6877, and thus avoid the last minute rush.
tristan jones at j®>j august 27 He and his boat were trapped inside an iceberg for 5 months. Outside it was 64 below zero, inside there was a 2 inch layer of ice. He has sailed 350,000 miles in small boats, over half of it alone. He was shot in the back by guerillas. The others missed. He has sailed 1,250 feet below sea level. He has sailed 12,000 feet above sea level. He sailed up 1,400 miles up the Amazon River. He claims to have been the first boat to sail through the Panama Canal, and he used “hippies’ beards” as sails. He and his partner agreed to eat each other’s carcass if they died from the leeches, crocodiles, boring ticks, tape worms, police states, or bureaucrats along the Mato Gross River. (Paraguay) Some quotes: “Other countries send all kinds of teams to the Olympic Games, Columbia sends a team of pickpockets. “There must have been, and I’m not exaggerating, at least ten thousand available women and boys within half an hour’s stroll from the boat. (On Recife, Brazil) “Women’s Lib will fancy this. My grandmother Morgan was first mate on a wool ship. Tristan Jones is the author of an incredible book called the “Incredible V*oyage”. We haven’t read the book but we’ve read reviews and heard people jump up and down while talking about it. This one-of-a-kind sailor will be at Johnson & Joseph’s Oakland store from 12 to 2 on August 27th, if you’d like to have a look or chat. It would be wise to call J&J to confirm the exact date and time. page 45
coral is found The 31 foot sailboat Coral, from San Francisco, with Roberta Eeds, Roger Eeds, and Larry Buzzby was found safe 14 miles off the coast of Oahu. The Coral had left San Francisco on June 15th for Hilo; when the boat had not arrived by July 25th an extensive search was undertaken by the Coast Guard. The Coral was finally found by an Air Force pleasure boat, August 6th. The vessel was without food, water, fuel, or batteries, and the main boom was broken. It was not known what condition the crew was in, although they were reported safe.
winner among winners. Just as we were sending this month’s issue to the printer we got some good news and some bad news. The bad news was that the United States finished second to England in the Admirals Cup Series held in England. The Admirals Cup is perhaps the premier international team racing event in the world. The United States would have won, it seems, except for the disqualification of Bay Bea in one of the five races. The good news. Dave Allen sailed his green, so-called “bionic boat” fantastically throughout the series. As we understand the Admirals Cup, it is strictly team racing, but if there had been an overall winner it would have been Dave in Imp. As it was. Imp won the third race of the five race series, as well as the 605 mile Fastnet Race, the last in the series. There were 19 countries that participated each - sending three boats into the team competition. Imp, as many might recall was the consensus winner of this year’s SORC. The last time we talked to Dave, he expressed a strong interest in getting Imp back to the bay area in time for the St. Francis “Big Boat Series” coming up shortly. Imp was built in Florida to a Ron Holland design just before the SORC and has not sailed on the.west coast as yet.
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THE RACING SHEET adams cup Skipper Marina Park with crew Valerie Williams and Susie Klein are headed for Little Egg Harbor, New Jersey for the Adams Cup finals. The Cup is symbolic of the women’s national championship. All three girls are products of the Richmond Yacht Clubs youth program. The girls from Richmond dominated the quarter finals, but only squeezed out a 1/4 point victory over the San Diego Yacht Club team at the semi-finals held on Tomales Bay. The Newport Yacht Club was third and the Sausalito Cruising Club was fourth. The young girls were real crowd pleasers throughout the competition, showing great sailing skills and lightning moves in getting their “buns on the rail” whenever a gust hit the Flying Scots that were used in the events. Special thanks are to be given to all who loaned their boats for the competition and to Flying Scot sailor Art Simpson of the Inverness Yacht Club who ran the quarter and semi-finals. Poppy Truman had been a crew member in the quarter finals^ but could not be in the semis due to other commitments. Other commitments meant winning the Women’s Singlehanded Nationals in San Diego and taking a second place in the Women’s Singlehanded World’s in England. Both events were sailed in Lasers. Like the other girls, Poppy is not through for the year. She will join Peter Truman and Danny George in the Sears Cup, the National Juniors Championship to be held in Texas. Congratulations and good luck!
Flying Scots
-
Adams Cup Semi-Finals
mertury
hawkfarm A
Hawk farms finished 1-2-3 in the Carr Cup bay area eliminations July 16. The Hawkfarm class was chosen to select a team to represent the bay area in the Carr Trophy finals, to be held in San Diego this September. The team chosen to represent the bay area is skippered by Bob Smith and has already started practicing in Etchell’s for the finals in September. The original Hawkfarm, “Heatwave” won section 3 and the Handicap division of the Island Yacht Club’s Silver Eagle Long Distance Race on July 23. “Heatwave” ended up second overall in the San Francisco Bay Marathon. “Heatwave” beat all but one of the section 2 boats across the finish line of the 85 mile race. page 47
The Mercury Class held its 6th and last race of the northern California series on August 6. In the first race of the two race event, Dave Huggins took first, A1 Kirk second, and Fleming Blucher third In the second race, Blucher took first, with Paul Black second and Huggins third. Paxton Davis was awarded the Len Delmas Perpetual Trophy at the St. Francis for winning the year’s series. Dave Huggins .was second and Fleming Blucher was a'close third. The Mercury class will hold it Nationals at Stillwater Cove at Pebble Beach on August 18-21.
V'v
The largest All-Islander Regatta/Race Weekend in history will be hosted by the Northern California Islander Associations at the Corinthian Yacht Club August 20 & 21. All Islander owners, of new boats and old, racing boats and cruising, are invited to attend. Many Islander owners from up and down the coast are expected to attend.The event will feature racing, prizes, trophies, boat hopping, drinking, dining, dancing to a live band, and all the general nonsense you associate with a fun sailing weekend Interested parties should contact Dr. Franklin Sher, (415) 935-3115.
knarr The 9th International Knarr Sailing Championship is being held in San Francisco September 3rd to 10th. The St. Francis Yacht Club is hosting the regatta which takes place annually in either Denmark, Norway, or the United States. Knarrs are 30 foot Scandinavian sloops with classic lines and a local fleet of about 30 boats. The regatta will consist of six daily races held on a course set off the cityfront. Twenty one skippers will participate in the event; ten Americans, five Norwegians and six Danes. Over 100 visitors from the two Scandinavian countries are expected to come for the event and will be housed by members and friends of the local fleet.
lipton cup It was a cup of soup for Jim DeWitt in this yearâ&#x20AC;&#x2122;s Big Lipton Cup. Jim sailed Black Magic, a custom Peterson design to a 5 minute 51 second win over second place Rolling Stone, a Chuck Burns design skippered by Duane Hines. Bob Kettenhoffen was third in Entertainer, a C&C 38 struggling to keep up with the custom one tons. The Big Lipton is one of the
prestigious races among bay area yacht clubs. Each year the previous winner is challenged by clubs in boats of their choice. Jim DeWitt won the race for the 5th time, this time representing the Richmond Yacht Club. Ironically, he beat the boat, Rolling Stone, and the club, the St. Francis, he had sailed to victory in last years Lipton Cup. Entertainer represented the Coyote Point Yacht Club. The old Lipton Cup was destroyed in the fire at the St. Francis last year, and will be replaced.
windjammers The San Francisco Bay Windjammerâ&#x20AC;&#x2122;s invites all yachts enrolled in any recognized yacht club to participate in their annual race to Santa Cruz. The race starts early September 2nd off the St. Francis, assuring plenty of time for postrace pleasure at the Santa Cruz Yacht Club. The boats will be divided into five classifications. Two divisions for IOR MK III certificated boats, a class for boats authorized for inboard power allowance, a MORA class, and a PHRF class. The course is a simple run to Santa Cruz, leaving all rocks except Mile Rock to the left - generally the race is a quick 90 mile downhill slide.
Call Bill evenings.
Claussen
at
284-5668,
half tons The Oakland Metropolitan Yacht Club will be hosting the United States Half Ton Championships starting August 26th. The racing begins August 28th with the first of three Olympic type races; a medium distance and a long distance ocean race will also be included as part of the championship. Ton racing has become very competitive in the last several years, and the United States Half Ton championship will feature very stiff competition from throughout the country.
505s The 505 North Americans were held in Port Townsend Washington, and local 505 sailors took five of the top ten positions. Hank Jotz lead the local fleet with a fourth place finish. M. Heckman was fifth, D. Surtees sixth, J. Andron seventh, and P. Tara was ninth. 52 boats competed in the North Americans. The winds were mostly in the ten knot range, the tides were fluky, and the water was coooold. 505s are very fast planing boats and the local fleet is very active.
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page 49
POSSIBILITIES New sailboat owners and veterans alike are often unaware or confused by the racing opportunities available both on the Bay and in the ocean. Even though we are midway through the summer racing season, here is a capsulation of the events available to skippers of single hull, fixed keel sailboats. YACHT RACING ASSOCIATION (YRA) This organization is the local body of the United States Yacht Racing Union (USYRU, commonly pronounced use-i-rue) and the international Yacht Racing Union (IYRU). The purpose of the YRA is to promote and administer, through its three charter associations, yacht racing on San Francisco Bay. The minimum yacht requirements for YRA are: 18’ LWL, 3,000 lbs. ballast, self-bailing cockpit, and a completely strong and fully decked boat. The three charter associations which make up the YRA are: One Design Classes Association, Handicap Divisions Association, and the International Offshore Rule Divisions Association. One Design Classes Association (ODCA). As the name implies, ODCA administers races for 35 one-design classes ranging in size from Cal 20s to Islander 36s. Sponsored by individual yacht clubs, ODCA class championship races are all in the Bay “around the bouy” races, usually ranging from 8-15 miles. The season is made up of 8 races and lasts from May through September. The individual class associations of ODCA regulate the equipment for each class and approximately half the classes use spinnakers while racing. Requirements: Membership in a recognized yacht club (most in the bay area are recognized), membership in your Class Association and a member of YRA ($50). Handicap Divisions Association (HDA). Open to all yachts which qualify for YRA and who wish to race on the Bay with a performance handicap. Using an established formula, handicaps are computed at the beginning of the season and recomputed after each race based on performance in that race. These constant adjustments are designed to keep boats competitive during the 8 regular and 2 invitational races in the season. Entries in HDA cover a wide selection of boats but are usually made up of new designs which do not have a one-design class, custom boats, and older boats. In addition, HDA has started an ocean racing series this year. There are 4 races — the first was the Monterey Race over the 4th of July — using PHRF handicaps. Entries vary from a Swan 41 to Ranger 23s. All will race with spinnakers. Requirements: Membership in a recognized yacht club, member of YRA ($50) and a member of HDA ($3.50). Membership for the ocean requires an additional entry fee of $20. International Offshore Rule Divisions Association (IORDA). Open to all yacht which qualify for YRA and which have been measured by an USYRA-approved measurer and have an IOR Rating Certificate (or IOR Mark III Certificate). IORDA offers both Bay and Ocean racing. There are 8 bay races divided into a spring and fall series. The ocean races are divided into two 5-race series — Danforth and Gulf of the Farallones — with races ranging from 25 to 200 miles. IORDA yachts are among the best equipped racers in the area and most carry more than one spinnaker. Requirements: Membership in a recognized yacht club, member of YRA ($50), and a member of IORDA ($25). Membership for the ocean series requires an additional entry of $20.
/
The racing conditions found in northern California are recognized the world over as being among the very best. Strong winds combined with heavy seas or chop are the norm. Skippers, crews, boats, and gear are often pushed to the limit.
MIDGET OCEAN RACING ASSOCIATION OF NORTHERN CALIFORNIA (MORA). MORA offers competitive ocean racing for skippers and crews of yacht under 31 feet LOA. There are two 5-race series — the Pete Smith and the Golden Hinde — including several overnight raft-up races to Drakes Bay or Half Moon Bay. In addition, MORA sponsors a single handed ocean race and an annual long distance race which traditionally has finished in Newport Beach, San Diego, or Ensenada. Throughout the April - October season, MORA sponsors occasional seminars on various aspects of ocean racing. Yacht must have either an IOR or MORA rating certificate and all race with spinnakers. Requirements: Membership in a yacht club and entry in MORA ($45).
POSSIBILITIES SOUTH BAY RACING ASSOCIATION (SBYRA) Principally organized for racers who are members of South Bay yacht clubs and who want competitive racing without having to bring their boats to the North Bay. SBYRA offers a 7 race summer series plus the Great South Bay Invitational Race in July. The series is open to both one design classes and handicap sections using a rating similar to the CCA rule. The organization is flexible and its primary attitude is to provide the type of racing it’s members want. Requirements: Membership in a South Bay (or any PIC AY A) yacht club and membership in SBYRA ($17). In addition to the above associations, yacht clubs throughout the bay offer summer and winter series of an informal nature. If you have not raced before, these are usually a good place to start. Entrance requirements vary according to the sponsoring clubs, but usually are open to both one-design and handicap racers and most do not require membership in a yacht club. Entry fees are usually in the $20 to $35 range. The individual clubs should be contacted for specifics. SUMMER SERIES These are informal evening races which usually start about 6 p.m. with short courses aimed at before-dark finishes. Many are followed by no-host dinners at the sponsoring club and schedules run from June through August. There is a Tuesday night series sponsored by the Sausalito Yacht Club and Friday series by each of the following: Golden Gate Y.C., Corinthian Y.C., Sausalito Cruising Club, and the Twi-Light Association (Oakland Estuary) made up of the Metropolitan Y.C., Encinal Y.C. Oakland Y.C., and Island Y.C.
In this photo, from one of last year’s mid-winters, the patience of the skippers and crews are being put to the ultimate test. Not all were able to withstand the challenge and dropped out - not an uncommon occurence.
SMALL YACHT RACING ASSOCIATION (SYRA), The SYRA provides racing for small one design yachts of the following classes: Cal 20, Catalina 22, Electra, Ericson 23, Etchell'22, Flying Fifteen, Nightengale, Rhodes 19, Santana 20, Santana 22, Venture 24, and Zephyr. Both the Cal 20- and the Santana 22 fleets are split in A/B sections for those wanting to race with or without spinnakers. SYRA offers 7 races — some are 2-race weekends — each sponsored by member yacht clubs. The season lasts from May through October. Courses are set in six areas of the bay and course sheets are sent to entrants at the beginning of the season. Requirements: Membership in a SYRA- member yacht club.
page 51
MID-WINTER SERIES Mid-winter races are off-season weekend races for both new boat owners and veterans. They are usually held November through February/March and can be floating matches on hot, calm days or cold, wet contests on stormy days. Like the summer series, entry requirements vary but each of the following yacht clubs sponsors a series: Corinthian, Golden Gate, Metropolitan and Sausalito Cruising Club. If summer, winter, and association racing is not enough, there are numerous “special event” races sponsored by yacht clubs and other organizations throughout the bay area. Generally, if you are a member of a yacht club or a class association you will receive mailing or notices about such races. In addition, both YRA and MORA offer associate (non-racing) memberships which enable you to receive their mailings. The calendar published in Latitude 38 will try to keep up with the special event races which are open to both avid sailors and beer-can racers alike. - Kitty James
Latitude 38 encourages all boat owners who haven’t entered a race to give it a try. Races provide excellent opportunities for the new sailor to learn how to trim sails, when to reef, how to play the tides, etc., simply by following the example of the boats ahead. You’ll be surprised at how much you will learn about your boat, making your non-racing sailing even more enjoyable than before.
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WANTED FOR ISLANDER 36 45 lb. CQR, 65 lb. Fisherman, 20 lb. Danforth, 3/8" chain, 5/8" sampson, 1/2" dacron, 1/2" chain, manual windlass, bow roller, 5"x12" opening ports, 5" dorade vents & boxes, mast track, 4:1 vang & strap, storm sails, 8' to 10' f/g dinghy & sails, oblong liferaft, EPIRB, Sig. II Pak, windvane, spreader lights, mast strobe, mast tricolor; FM/-UHF Antenna, flat mast straps, 180% genoa, chromometer, barometer, sextants, hand-bearing compass, ham radio, AM/FM cassette, searchlight, medical kit, Palmer P60 spares, galley foot pumps, Taylor's cabin heater, engine driven refrigerator system, lucite, teak, sunbrealla canvas, oak, trunion snatch blocks. CALL (408) 987-3380, (408) 354-2303. After 6:00 PM. Mike & Dianne Eberle. OCEAN CRUISING YACHT WESTSAIL 32, 11* beam, 5’ draft. Launched 6/75, documented. Heavy weather cutter; 6 Barients, mast steps, Perkins 4-107 diesel, 2 CQRs, 1 Danforth. Teak decks, cabin sole, interior. LPG 3 burner, cabin heater. Konel VHF, Kenyon WS/WD, log/knot, dig. fatho. Water heater & shower, battery charger. 100 Gal. water, holding tank, 2-100 amp/hr. batteries. Larick Aries auto steering, over 40 additl. crusing necessities. Sale by owner. (415) 563-8588. (415) 563-2608.
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WITHOUT EQUAL - STAINLESS STEEL CONSTRUCTION Optimum efficiendy of design permits more signal gain at lower angle of .radiation than any other antenna in its class. The DYNASEA XR-1 has low wind resistance and will survive the worst environments.
Gain: 3.7 db Weight 8 oz. •
BUILD YOUR OWN YACHTCRAFTISLANDER 30' THRU 55' SAILBOAT KITS Dealer for Volvo Penta. Boatyard. Boatbuilders Space.
Price: $49.95 w/bracket
ATLANTIC SAILS 25% TO 30% OFF L 1ST PRICE
DEALER INQUIRIES INVITED 1
\
COMPLETE MARINE SUPPLY & ELECTRONICS AT
PO Box 2623
'
25% OFF LIST PRICE
Santa Cruz, CA 95063 476-2553
909 Elizabeth, Alviso, CA 95002 P.O. Box 521 Phone 263-1453
MARINE SURVEYOR
FRANK OLIVEIRA Call Before 9AM or After 6PM
Available Seven
(415) 388-2239
Davs a Week
ISLANDER 28 Fast, beautiful, comfortable, Volvo diesel, jib, genoa, tri-radial spinnaker, color-coded sheets. Sleeps 6, gimballed alcohol stove, carpet, translucent hatch, balanced tiller, welLmaintained. Competitively priced. (408) 354-2303 Evening. page 53
T .William N.
lonnson
f*W ^ ^ Marine Surveyor ^Consultant W
BAYWIND ' YACHTS
94965 USA (415) 332-41
is
Petes Harbor
HONDA OUTBOARDS
368 9162
Redwood City
Wood (8fc Glass
SKIPPER
Yacht Sales
We are pleased to offer the new
MERCURY 18â&#x20AC;&#x2122; SLOOP
"TILLICUM", faithful friend of the same owner for 35 years is now for sale. Phil Rhodes design with marconi rig designed by Myron Spalding. 36' O.D. $29,500.
22'6" ELECTRA. Loaded with equipment, this finely tuned boat, is a proven winner and headed for SYRA season ehampiooship. Easy single-handing, good weekend cruising. $6,800.
CHEOY LEE OFFSHORE 4 7. Present owner spared no expense in equipping this boat to be one of the finest cruising yachts on the coast. Owner buying a larger yacht. Asking $110,000.
This new fiberglass version of the famous 1937 Nunes design features balsa core construction, positive floatation, aluminum spars, and a self-bailing cockpit. This remarkable 18' full keel boat was designed especially for San Francisco Bay. $3,400, less sails and trailer.
"KANWARA" English built 47' cruising ketch. Built by Johnson-Jago in 1946. Copper rivets throughout, Mercedes diesel engine. Extensively cruised and ready to go again. Value at $55 000.
35 OHLSON YAWL. Certainly this is one of the finest of the Swedish built Ohlson boats. Gleaming spruce and mahogany throughout. Teak decks, diesel engine. Extensive inventory and warm custom interior. $37,000.
37' STEEL CUTTER. This fine boat represents the finest thinking in design and construction for a long range cruising boat. Much gear including nine sails and diesel engine. $45,000.
PACIFIC 30. Exciting performance in a sturdy well-built Barney Nichol's fiberglass boat. Five sails including a self-tending jib. Inboard engine sleeps five. $14,000.
BANK FINANCING A VAILABLE/BERTHS A VAIL ABLE FOR ALL BOA TS
1535 Buena Vista Ave. Alameda
(415) 522-6500
sea norse Yacirr saLes PERSONALIZED SERVICE
cm..-
6 MOTOf* fcftUtSSRS'
CRUISING CONSULTANTS
^/Ma^RCADFPr'. OAKLAND, CA (46) 2fcV°^2»
SELECTED LISTINGS
W1
44'COUNTESS
85,000
1966
40' GEARY CUTTER
i'teS ^ ■.** ’
1941
69,500
CHEOY LEE OFFSHORE 40 sloop, 1967. For the sailor that likes traditional lines and lots of beautiful teak, with the low maintenance of a glass hull. Tri-cabin w/shower. 2 heads, VHF, RDF, DF, wind speed indicator, sumlog, 4 sails, 68 HP Volvo diesel. Much more equipment, and she is well naintained. Try $60,400.
36' PALMER JOHNSON
1974
34'SEA SPIRIT KETCH
41,000
27' SANTA CRUZ
"Le Sunset"
18,250
Rebuilt Inboard
11,800
26'COLUMBIA
25'CORONADO 25' FOLK BO AT imm*
1956
7
Cl
CORONADO 35. A very nice aft cabin boat. She's well-equipped and in good condition. $31,000.
8,990 12,000
24'BUCCANEER
1974
8,600
22'CATALINA
1971
5,950
21' BUCCANEER
1975
21'TREASURE ISLAND 20'SANTANA
CHALLENGER 40 Cruising Sloop, 1974. Tri-cabin, diesel. Here is a fine cruising boat offered at a reduced price. Owner says "Must sell". $57,500.
7,500
24' CUSTOM RACE SLOOP
mm
65,000
i /’
6,600
1956
2,800
"Hookah" w/tn.
8,500
RANGER 33. Owner has purchased a larger boat and is anxious. $38,000.
„ ••
WMmm mm. i
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COLUMBIA 28 sloop, 1967. It is a pleasure 45' HORSTMAN TRI, 1975. Absolutely 34' NICHOLS YAWL, 1961. Top condition, weil-equipped veteran cruiser. Will not last long at only $24,550.
page 55
fully found, great cruise/charter boat. 4 staterooms w/double berths plus owner's aft cabin. Large refrig. & freezer, tub-shower, 15 pages of inventory. $85,000.
to offer a clean well-equipped boat such as this. She comes with a 30 HP Atomic 4 inboard, 4 sails, DF, 4 vwnches, clock, spinnaker gear, cockpit cushions, plus much more. She has a nice galley with dinette and sleeps 6. Try $16,500.
—
wavetra ers
m
i l
1702 BRIDGEWAY BLVD • SAUSALITO CALIFORNIA 94965-415-332-3661
I
YANMAR DIESELS
I
Only a few remain before the price increase goes into effect.
7 HP. - ’1,451) 10 HP. - ’1,700
20 HP. - ’2,200 30 HP. - ’2,050
All engines include alternators, hand & electric start, flex coupling, engine mounts, wired instrument panels & shaft 1/2 couplings.
68’ TRAWLER YACHT
53’ STEPHENS CRUISER 44’ GARDEN SLOOP
GROUND TACKLE 81b. - $13
13 1b. - $22
181b. - $32
22 1b. - $42
*65,000
Perkins 6-305 Diesel, Aft Cabin, Long Range Motor Sailor
I
C8R ANCHORS 251b.-$139 351b.-$1591 45 lb. - $189
CHAIN, PROOF COIL, HOT GALVANIZED 1/4' -.70/Ft.
’26,000
GMC Diesel, Excellent Old Classic
Buy now and save $150 to $250!
WEST COASTER ANCHORS
<55,1
Atlas Diesel, Gorgeous Interior, Fully Found
5/16”-1.10/Ft.
36’ AMUTHON
,
$42,900
Steel Sloop Placed 3rd in 1964 TransAtlantic Singlehanded Race
32’ SAMSON SEA-MIST
3/8-1.35/Ft.
*29,000
Sound Cruiser, Comfortable Liveaboard
I
WINDLASSES SL 510 - $239
SL 555 - $495
VETUS - $258
38’ HURRICANE
*15,500 I S.F. Bay Classic Woodie, Race or Cruise
ROPE Dacron
1/4
5/16
7c
12c
Blue Nylon Sampson
3/8 17c
7/16 22c
15c 15c
20c
27c
30’ HOLIDAY YAWL 1/2
*13,900
Best Value, Fully Found, Proven Cruising Yacht
3/4
*3,850 ■
26’ POWER CRUISER
27c 22c
33c
5/8
32c
45c
45c
ELECTRONICS ACR EPIRB . $120 GEMTRONICS GT5500 VHF.$555 BENMAR 555A RDF.$285 SEAFARER MK II DEPTHSOUNDER.$140 THE AUTOPILOT .$595 GEMTRONICS GT 25 .$309 VHF ANTENNA (Sailboat) .$40
New GD Bedford Diesel, 100 H.P., Good Fishing Boat
25’ FOLKBOAT
~rv\$ oai
Fine Coi
25’ FLEUR BLEU
6,110
*
oausalito Berth
*7,750 I
MORA Equipped
24’ COLUMBIA CHALLENGER
6,100
* Bay Class, Sausaiito Berth
20’ CARMITA
eQvO
’2,750
3 Jibs, Spinni w'^,«3aai,ll. Fiberglass Cabin
SPECIAL VALUES 7." Dirigo Box Compass.$100 Assorted Bronze Props .15 & Up New 36 Gallon Tempo Fuel Tank...75
1 Boxed Lifeboat Compass ....50 1 Hamilton Deck Watch San Gimbals.150 1 Airguide Gimballed Compasss .150 Westerbeke 4-99 Diesel Engine.1400 Edson Worm Steering Geaar.200
New Avon Redcrest, Still In Box .540 Bomar Hatch 24" x 24”.300 30 Amp 3-wire Shore Power Cable, Bulk .65/ft. 42 Lb. Fisherman Anchor.65
New Raritan Head. 125 New Monomatic Head.125 Dunlop 4-man Cannister Liferaft, Certified.800
20’ MERMAID
<$$$>
20’ CAL 20
■
<3,000 ’3,775
RACOR FILTERS RACOR filter/separators are a new, advanced fuel filtration system for all types of diesel engines. It's not just a filter. The RACOR filter/separator units is a complete three-stage system that will remove damaging solid and liquid contaminants from diesel fuel. The RACOR filter/separator combines the efficiencies of separation, coalescing and filtration in a single unit. RACOR filter)separator units are designed to keep any diesel engine running at optimum efficiency by keeping the fuel system clean. We are now stocking dealers for this fine new filtration system.