RSAYS Squadron Quarterly Summer 2015 by Royal South Australian Yacht Squadron

Quarterly

SQUADRON Royal South Australian Yacht Squadron

Volume 29 Issue 4 Summer 2015

www.rsays.com.au

ROYAL SA YACHT SQUADRON

OPENING TIMES

Patron His Excellency the Honourable Hieu van le AO Commodore Rae Hunt Mahalo Vice Commodore Bruce Roach Antares Rear Commodore Colin Doudy Circe Treasurer Ian McDonald Rachel Committee Members Kevin Cook Summer Breeze Helen Moody Magic Beach Geoff Wallbridge Solace General Manager Andrew McDowell

The dining facilities are positioned beautifully, overlooking the majestic view of the marina from all locations. The attractive setting provides a warm and relaxing feeling all year round

SERVICE DIRECTORY 161 Oliver Rogers Road, Outer Harbor, SA 5018 PO Box 1066, North Haven, SA 5018 Ph (08) 8341 8600 Fax (08) 8248 4933 Email: rsays@rsays.com.au Web: www.rsays.com.au Office Hours; 9.00am - 5.00pm Monday - Friday 9.00am - 6.00pm Wednesday during Twilight Race Season 9.00am - 4.00pm Saturday and Sunday Closed public Holidays and Easter Weekend RSAYS Foundation Racing Committee Cruising Committee House and Social Committee Juniors Committee Sail Training and Race Support Etchells Fleet Captain Trailer Sailers Seaweed Gardening Group Slip Master Finance Manager Accounts Administrator Member Services Hospitality & Events Manager Chef

Chris Mandalov 0417 847 836 Roger Oaten 0408 415 138 Kingsley Haskett 0419 844 772 Andrea Mead 0417 887 818 Mitch Mead 0447 333 001 Heidi Pfeiffer 8341 8600 Andrew Waterman 0408 856 012 Steve Lewis 0418 275 710 Robert Henshall 8332 0889 Julian Murray 0414 365 294 Joann Galios 8341 8600 Kathy Bernhardt 8341 8600 Annette Turk 8341 8600 Kevin Grant 8341 8600 Dave West 8341 8600

NEW MEMBERS Categroy Boat First Surname Senior Windrider Geoff Hendrick Associate Graham Minns Crew Anthony Wilson Crew Susan Carter Crew Marina Ritchie Crew Valerie Germanos Crew Hannah Boden Crew Liz Westwood Crew Peter Mooney Crew Geoff Benko Crew Paul Dawe Crew Mirella Di’Orio Crew Peter Veloudos Junior Oscar Davis Junior Michael Jansen

Dining Room, Jimmy’s Bar & Quarterdeck:

Opening Hours: Lunch from 12:00: Friday, Saturday, Sunday and Public Holidays when advised. Dinner from 18:00: Wednesday (Twilights), Thursday, Friday, Saturday (and Sunday on long weekends).

xxxxx Private functions any time by appointment xxxx

SQUADRON QUARTERLY TEAM Sally Metzer (Editor), Roger Oaten, Sue Buckley (Production), Barry Allison, Sandy Barker, Gill Hogarth, Steve Kennedy, Dick Richards, Bob Schahinger. (Regular Contributors). Anne Arnold, Fay Duncan, Peter Hansen, Ann Hastwell Lynda Walsh (Proof Readers)

Squadron Quarterly Deadline for Autumn 2016 Issue is Monday15 February, 2015 Advertisements, editorial and photographs can be sent to Sally Metzer, Editor (sallymetzer@hotmail.com) or member.services@rsays. com.au or left at the Squadron Office. Material for an e-Bulletin can be forwarded to the Office at any time.

Squadron Quarterly Advertising Please contact Kathy Bernhardt phone 8341 8600 or accounts@rsays.com.au

Squadron Quarterly Editorial Autumn 2016 Sally Metzer, Roger Oaten, Sue Buckley

Notes for Contributors Articles submitted should be typed as a Word document in font Arial 10 point, 1500 words max. 1500 words and 2 photos will cover 2 pages. Photos should be 1) in focus, 2) JPEG format at high resolution (300 dpi) and 3) sent separately and not embedded in a Word document. Articles can be submitted to the Office for distribution to the Committee.

Disclaimer With exception of statements made by duly authorised officers and the editor and members of The Squadron Quarterly Committee, all other statements and opinions in this publication are those of contributors and advertisers. The Royal South Australian Yacht Squadron, its Management and Members accept no responsibility for statements by non-authorised personnel.

Correction On page 31 in the Spring edition of SQ a reference was made to ‘the Barossa incorporating the largest holdings of eighteenth century vineyards in the world.’ That should have read ‘nineteenth century. South Australia does indeed have some of the oldest vineyards in the World, but they were planted in the 1800s rather than the 18th century.

Front Cover Hats off to Opening Day! Rear Commodore Colin Doudy, Vice Commodore Bruce Roach, Commodore Rae Hunt and Lt Commander Danielle Echeverria of the Royal Australian Navy taking the salute.

REPORTS

CONTENTS

REGULAR ARTICLES

New Members �� 2 Around the Cans �� 11 Women on the Water �� 14 Sail Drive - Trailer Sailers �� 26 Staff Profile - Joann Gallios �� 37 In Tranquil Waters �� 45 Berths for Sale & Rent �� 46 Events Calendar �� 47

FEATURES

Opening Day 2015 ��4 RSAYS Traditions ��7 Alan Cotton’s 50th Opening ��8 Half Tonners ��13 Dis-Able Sailing ��17 Cruise to Port Vincent ��19 Cruise to Black Point ��19 Shipping News ��21 Sailing Far Afield ��22 My Boat - Gusto ��28 Senior Member: Les Howell ��30 Clipper Race Update ��32 Safety - All Fired Up ��34 The Port River Lights ��36 Mechanical Matters ��38 Why I Hate Sailing ��40 The Queen’s Steps ��40 Darcy the Squadron Cat ��41 Member Profile: Leigh Causby ��42 Nature ��44

EDITORIAL

Yachty

2016

Hot Shots

From the Commodore �� 6 From the General Manager �� 9 Functions Report �� 10 Racing News �� 12 Juniors Report �� 15 House and Social Report �� 16 Cruising Report �� 18

photographic competition

Great prizes, get published in the Squadron Quarterly and shown in the summer exhibition March 4th in the Dinghy Shed

Sponsored By

Entries close Feb 29th Open to all members & friends See website for all details and to enter www.rsays.com.au Summer 2015 Vol 29 Issue 4 Published Quarterly ISSN 1037-1133 Print Post Publication No. PP532154/00016

HILE Christmas shopping, with carols playing merrily in the background, I found myself singing along with that old favourite ‘I Saw Three Ships Go Sailing By’. It’s probably because I’m the editor of this magazine that anything related to sailing catches my eye and ear, I stopped and wondered: “What’s the meaning of this song? Why were there three ships? Who was on them? And why were they sailing by on Christmas morning anyway?”

A quick bit of research has revealed that this traditional and popular Christmas carol was first printed in England in the 17th century. One reference says the three ships bore the supposed relics of the biblical Magi to Cologne Cathedral in the 12th century. Another says they relate to Wenceslaus 11, King of Bohemia, as in the ‘good king’, whose coat of arms bore the words ‘Azure three galleys argent’ (in ancient Bohemian, of course!) A third thought was that it was about the three kings who came to baby Jesus bearing gifts. But how could that be? Didn’t they arrive on 6 January, the feast of the Epiphany? The lyrics mention the ships sailing into Bethlehem, but how can that be? The nearest body of water is the Dead Sea, about 32km away – a fact we can verify as we frolicked and floated there some 30 years ago! One sceptic says the song has nothing to do with sailing vessels or nautical ships at all, but refers to camels – ‘ships’ of the desert - who moved on a ‘sea’ of sand as they travelled to see the birth of Christ. This sounds plausible, but as a sailor I think I’ll go with a nautical explanation of the three kings sailing to visit Christ on three ships - despite the co-ordinates being wrong and it being geographically impossible! When the ‘silly’ season has passed, and you have some spare time, may you enjoy reading this summer ‘SQ’. Thank you to all of you who have contributed enthusiastically to this, and the three other editions this year. Special thanks to our selfless SQ team – be they storysuggesters, writers, photographers, designers, proof-readers, printers, whomever! May the carols you sing this festive season be meaningful and joyous, and may your summer sailing be smooth and relaxing. “Happy everything!” Sally Metzer

OPENING DAY 2015 Photography by Bohemian Ekko

FROM THE COMMODORE This made for much hilarity when clambering over the rails of the One & All, and into the dinghy, to be ferried across the river at high speed in time for the Governor’s arrival. Vice Commodore Bruce Roach, utilising his boat handling skills, ensured we were back in time and not too wet in the process, whilst Rear Commodore Colin Doudy remained on board and completed the sail past salutes and cheers.

Rae Hunt

HAT an absolutely spectacular day the 7 November was to celebrate the Squadron’s 146th Opening Day. After intently checking and following the weather forecasts and patterns over the previous week, I felt a huge sigh of relief as a perfect day dawned on the Squadron’s premier and most festive event. The clubhouse and surrounds were sparkling, abuzz with last minute preparations, and looking across the pool, members had certainly gone to great efforts dressing their vessels with colourful flags and bunting. It was a wonderful sight. As our distinguished guests arrived, they were greeted on the quarter deck by the Flag Officers and members of the House & Social Committee for a quick chat or catch up before being ushered onto our official vessels, the One & All and Solomon Ophir. A slight hitch in the timing of vessel traffic on the river, gave rise to our scheduled sail past being delayed until the ship had left the channel, however, the opportunity to observe the very special ‘fly past’ and aerial display by Leigh Causby, was enjoyed by all. Our Principal Race Officer for the day, Peter Boyd, soon marshalled our vessels together and the sail past finally began. Salutes and cheers were forthcoming between sail past vessels, Flag Officers and guests on the One & All, and from what I had been advised, just short of a record number of boats participating this year, 83 at last count! I have no doubt that the perfect weather conditions on the day, were a major contributing factor! It soon became evident that I was required to ‘abandon ship’, before the sail past had concluded, in order to greet the Governor of South Australia and Patron of our club, His Excellency, the Honourable Hieu Van Le and his wife Mrs Lan Le.

We were very privileged indeed, when His Excellency and Mrs. Le participated in an impromptu walk around of the marina, stopping to chat with members and their guests, while our official guests were ferried from the One & All and back to the Squadron. Whilst this was a total departure from protocol, it certainly was appreciated. Thank you to all involved transferring our guests, well done. With everyone gathered on the Quarter Deck, and my speech almost complete, our RAN representative Lt Commander Danielle Echeverria was invited to present the prizes for Best Handled power boat – Allure, Best Handled sailing boat – Arcadia and Best Themed vessel – Ellös. There was also an honourable mention for the juniors safety boat and ‘rescue dog’, with life jacket donned, standing on the bow. Dr Alan Cotton was then invited to come forward to be congratulated on participating in his 50th consecutive year of Sail Pasts at the Squadron, and once again having Cabaret and crew looking splendid. His Excellency, the Honourable Hieu Van Le was invited to the dais, delivering a superb speech and, upon conclusion, declared, “the 2015-2016 sailing season of the Royal South Australian Yacht Squadron, open”. With the firing of the cannon and the formalities over, members and guests relaxed and continued to celebrate well into the evening and, as always, the early hours of the morning. My sincere thanks to everyone involved, your contributions and presence making our Squadron’s 146th Opening Day, a spectacularly successful day and another to remember. One could be forgiven for thinking that Opening Day was the only focus of our club’s activities, however there have been many successful endeavours over the past months. Our Sailing Coaching Series held in September was extremely well attended this year, culminating in a number of participants joining our club to further their interests and skills in sailing. Discover Sailing Day also gave us the opportunity to showcase our

club and what we and the sport of sailing have to offer. More details of these events can be read in our General Manager’s report. Socially, events have been held such as wine tasting, and for the cruisers, the ever popular Black Point BBQ. I must say, it is wonderful to see our clubhouse full of activity, not just from organised events, but from revived casual use, fantastic! Not forgetting that there is also the business aspect to our club and, looking towards the future, Management and DAP presented a Master Plan for the slipway area. A copy has been placed on the General Manager’s window for viewing, and comments can be forwarded to Andrew. A number of projects have been undertaken, are going ahead, or planning is underway. This commitment will ensure our future growth and members will be kept up to date via e-bulletin and/or our quarterly meetings. Much of this could not be achieved without the hard work and efforts of the Management Committee, Development Advisory Panel, Committee Volunteers, Member Volunteers, Andrew & staff, and your commitment is greatly appreciated. With our racing season well underway, I wish the participating skippers and crew all the best, and in the spirit of competiveness, a very successful season. To our cruising contingent, whether by power or sail, may the season be filled with adventure, exploration, and camaraderie, and may fine weather prevail wherever your destination. Most importantly, as members, we continue to enjoy and join in the fellowship which is treasured here at the Squadron.

RSAYS TRADITIONS By Peter Last, RSAYS Historian

Squadron Formalities, Traditions and Conventions

HE South Australian Yacht Club was founded in 1869, and from its very early days, members sought to create and maintain what they would have called proper standards. Only three years later, in 1872 it was resolved that, ‘The Club Flag shall be the Red Ensign; and the Burgee a red pendant with a white Maltese Cross.’ (Our familiar cross patée was depicted, wrongly designated as a Maltese cross.) ‘The Commodore’s Flag shall be the Club Burgee with swallow tail; the ViceCommodore’s the same with one white ball; the Rear Commodore’s the same with two white balls at the head of the flag.’ Subsequently, the colour of the burgee was changed to blue. At first this was Cambridge blue, but for many years we have used Oxford blue for burgees, Squadron clothing and anything else associated with us.

could obtain an Admiralty warrant to fly an undefaced blue ensign ‘of her Majesty’s navy’, to signify status on the RNVR. This is no longer lawful, and the last warrant (Harold and Mary Handley’s Minna) has been surrendered, as was then required on change of ownership. There will be no more. As an incorporated entity, the Squadron’s warrant to fly the undefaced blue ensign has been confirmed. Its acquisition was much prized at the time, and, in my firm opinion, we should continue to fly it. It is not ‘the foreign flag of another country’, but the basis of all defaced Australian flags of specified entities – the national flag and those of the several states, for example. The Flags Act requires a national plebiscite to change it. The term defaced applies to images placed on the flag, and in no sense is it derogatory. In a revision of the constitution in 1901, the Objects of the Squadron were succinctly expressed as ‘To promote the Objects of the Club, its funds, after providing for expenses, shall be devoted to facilitate, extend and foster yachting generally and to encourage the principle of fellowship among its Members’. This has long since been condensed into the slogan, ‘seamanship and fellowship’.

Doodles from an old minute book, with cross patée. (2 March, 1874) In 1873, it was resolved, ‘The Club uniform shall be blue or white jacket and trowsers [sic], white straw hat or blue cap, gilt buttons with foul anchor.’ I don’t know when the black tie, ‘In memory of Lord Nelson’ was introduced, and nowadays the jacket should have black Squadron buttons.

A nice tradition is that boat owners should address each other by their given or Christian names, and I hope it is maintained. I learnt this from Sir Arthur Barrett, who was always called Bob.

The desire for change of name to Royal South Australian Yacht Squadron dated from 4 October, 1873 and was achieved in 1890. This called for a new logo. The earliest example that I have found was on the programme for the 1894-5 season. Again, it depicts a cross patée, not a Maltese cross.

We owe formal conventions (Clause 8) to a constitutional change proposed by Commodore Tim Williams. One worth emphasising is that mobile telephones should not be used in the Dining Room, as to do so is distracting to those within earshot.

Like any organisation as old as we are, we have inherited traditions that we can’t trace to their origins. One is that male members remove hats and caps on entering the Clubhouse. Brian Loftes attempted to foster one that anybody who broke this should shout the bar a drink, but I haven’t seen this applied since his time.

The application of these principles requires conscious awareness that by our actions (and sometimes inactions) we display that Squadron members and their vessels behave by showing courtesy and consideration to others and behaviour that would not elicit disapproval. This is the most important of our traditions, and one that should be fiercely maintained.

We follow the example of the Royal Navy in drinking our toasts seated.

The matter of ensigns should be resolved. The Flags Act 1953 defines the Australian national flag as blue, but also includes the Australian red ensign. Clause 9.2 of our constitution allows us to fly either, but the red is preferred. Previously, owners of our vessels which were registered British ships, with the official number incised on the main bulkhead,

Programme for the 1894-5 season, with cross patée

ALAN COTTON’S 50TH OPENING By Alan Cotton

Opening Days? Oh yes, I remember them well!

OR my first opening day on my 25’ yacht, Ardale, 50 years ago, I invited 20 of my school friends with their wives and girlfriends, to find that they plus others, have continued to attend ever since. In those days we were on swing moorings and had to dinghy the fashionably dressed ladies wearing petticoats to the Grand Ball in the Clubhouse. Patrick Hill was in charge of proceedings and carefully placed four ladies in the dinghy then got in himself, leaving 1” of free board. With the first stroke of the oars the bow depressed 1” and the water gently flowed in from all sides! The whole group, without panic, stood in unison as the dinghy with lead seams, disappeared to the

Opening Day 2015

bottom of the ocean, leaving the four girls floating in the pool like waterlilies. This was a great sight for members sitting on their boats and a great start for my 50 years of Opening Days. I must add that over the years we have not lost anybody though, a number when younger, have either fallen or jumped over the side. Luckily over the years the boats have increased in size from Ardale with a three horsepower petrol Simplex, Wyruna with a six hp petrol Simplex, Satyricon with a 29 hp Volvo, Circus with a 35 hp Volvo, Cabaret with a 120 hp Ford Lehmann, the Randle 41 with twin 400 horsepower Yanmars to now Ithica with twin 440 hp Cummins.

A major feature to me of more than 30 years of our Opening Days was how, after the sail past, many of the boats would squeeze together up under the Clubhouse, out of the sea breeze, cheek by jowl. This would enable the greatest of boat hops, demonstrating in fine form the famous ‘Seamanship and Fellowship.’ Due to good fortune and modern medicine, most of the current now highly experienced 75 year old Opening Day Crew (who now sail on no other occasion), who were present on Ardale on that first Opening Day 50 years ago, have continued to attend each year without a miss. They found yet again, that with perfect weather, and the Club’s great organization, this year’s Opening Day was one of the best ever.

An early photo of Cabaret

FROM THE GENERAL MANAGER that the consistent reports we receive from members and visitors regarding the high level of our amenities and their perception of the quality facilities is strongly due to the constant efforts from our team. Also the efforts of diligent members to bring maintenance issues to my attention is greatly appreciated. This allows us to address issues in a timely manner.

Andrew McDowell

HE club is shining brightly with pride as we settle in for a huge festive season…

Another extremely successful Opening Day this year with 83 boats in the sail past and a huge crowd on the Quarterdeck deck for the presentations with many of them partying well into the night. Although there were a few unforeseen timing issues throughout the day, the whole team worked very well to handle them, develop contingencies and execute them well. In fact many were unaware of the challenges at hand and I have only received positive sentiments from all members and guests who attended the big day. A big thanks to all those who helped make the day such a success. The slipway shed project is well underway with plans into council and works poised to start. The club sees this as the first stage of a new injection of life and activity in the boat yard and welcomes enquiries from both members and businesses interested in being part of the possible future developments. I have been working closely with the Development Advisory Panel to develop our plans for the slipway repairs and the planned works on the maintenance pontoons. Members will be pleased to know that these works are expected to commence in the New Year. The Management Committee has authorised the installation of a new set of ZipTrack Blinds to the SE BBQ area that will see the facility provided with all year round protections from the elements on all five open sides. This will be another enhancement to these well used and much loved facilities. Maintenance continues to be of high priority as we systematically attend to planned infrastructure maintenance and also unforeseen repairs as they are needed. I am confident

I would like to say a huge thank you to Nives Vincent and Helen Wilmer for donating their time coordinating an extremely successful Coaching Series recently. A big thank you must also go to our eight skippers, their boats and the almost 20 volunteer mentors. Without the generous donation of boats and time, this highly rewarding and beneficial event would not be able to go ahead. I take this opportunity to encourage more skippers and crew to make contact and get involved as we start planning for the next event. Many of the skippers have managed to secure crew from the participants too. Of the 36 eager participants we have secured 10 new members and 20 new crew registrations which is a fantastic result! If you are keen on getting involved or would like to register for the next event, please contact Heidi, our Sailing Coordinator. Discover Sailing Day was another massive success with well over 200 people attending the day and experiencing the club and seeing what we can offer. Also, huge thanks to all the volunteer and representatives of the committees who helped to coordinate and run the day. A big thank you as well to the members who donate their time and boats for inspection and use. This format is a definite growth area and an avenue to attract new members. The final piece in the puzzle has been secured after the negotiations to have members, Colin and Jeanne Harrison, pick up the missing Royal Nova Scotia Yacht Squadron Burgee on their travels to Canada were successful. This completes our display of the seven prestigious Royal Squadron Burgees above our new Rogues Wall and is a fitting tribute to our history and tradition. I would like to thank David and Lorraine Borg and the ‘Club Treasures’ Committee for their commitment to ensuring that the new dining room was suitably adorned with the club’s rich and proud history. I am working with the skipper of the Endeavour and the Australian National Maritime Museum to have the club support the arrival of the Endeavour in February 2016. It is early days but we are looking to

take advantage of any opportunity that may present itself. I have also made initial contact with the organisers of the Jubilee Sailing Trust who are planning a trip to Australia from the UK in late 2016 in the larger of their two tall ships, Tenacious. A 213’ tall ship that aims to allow both able and disabled bodied sailors to experience the thrill of sailing a square rigger. Again it is early days, but we are looking to get involved to ensure the club gains exposure and takes advantage of any opportunities. Finally, close management and the strong efforts of our Food & Beverage team have resulted in another great month of results for October with a substantial profit for the month. This is an exceptional turnaround and we are now in a consolidation and building phase to maintain this growth for the future with function trade and restaurant success the keys to longevity. I look forward to reporting further progress as these exciting developments evolve and as always I welcome comments that are constructive, without partiality and in the spirit of ‘Seamanship and Fellowship’.

Introducing the ’Devil’s Seam’ Kaesler’s newest wine.

N our last edition members were asked to ‘Create the best nautical name for a new Kaesler wine’. Peter Roberts did just that and came up with the winning name of the ‘Devil’s Seam’. The devil’s seam is the curved seam in the hull planking closest to the waterline when the ship is level. This seam is particularly difficult to caulk because there is little support in the direction of the compression created during caulking and expansion of the wood when wet. Hence, this seam ‘works’ a lot. A sailor sealing this seam must first cause the ship to list (lean) toward the side opposite of the seam. This allows the sailor access to the seam by hanging below it, hence the origin of the expression ‘between the devil and the deep blue sea’. Congratulations and thanks for educating us, Peter! Enjoy your prize of a bottle of Kaesler’s ‘The Bogan’

FUNCTIONS REPORT By Kevin Grant

course and desserts, to the venue being so sparkling and bright, to yourself and your staff being so efficient, friendly and helpful all through!

Kevin Grant

HE Food and Beverage Dept. has received excellent feedback regarding its recent functions and the Squadron Restaurant. It is good to see the members are making the most of the Clubs facilities, and the revenue is well ahead of last year.

I’m sure you could tell from the reaction of our guests just how much they enjoyed the whole event! Our young singers did us proud and I’m glad you were able to enjoy their wonderful program with us. It was a memorable way to finish our year and I am sure the goodwill created will stay with us for a long time. Many thanks again and we look forward to future opportunities to experience and enjoy your very special venue, kind regards Pauline, Friends of the State Opera. Melbourne Cup Luncheon Our guests got into the spirit of Melbourne Cup and the ladies looked divine. We had a prize for best dressed male and female and the best hat. Our Commodore Rae had the hard task of picking a winner and presenting the prizes.

After the success of this Melbourne Cup luncheon it will definitely become a regular event on the Squadron calendar. We are planning a bigger and better event next year, so pencil it in now to bring your friends next year.

RSAYS Opening Day A lot of planning and preparation goes into Opening Day. Credit to all involved on such a successful day. The weather was perfect, the Club looked fantastic and the guests and member’s had an enjoyable day. A special ‘thank you’ to Chef Dave and his team and also the front of house staff for a job well done.

The food and beverage team continue to strive to continuously make improvements with a pleasing ‘can do’ attitude. Our Head Chef Dave has worked hard to continue to improve the food while still offering value to Club Members. Friday $12.00 schnitzel is still popular and the $15.00 special Thursday night has been a winner. Friday $12.00 lunch special with minimal promotion is off to a good start. The Adelaide Submarine Corporation table has booked one table three weeks in a row. Good quality food and value have seen the Friday lunch numbers continue to increase. Twilight themed menus have been well received and get better and better every week. The self-serve buffet is a great option. Thanks to all the members for their excellent feedback. We had the pleasure of looking after Club Members Louise and Iain McDougal’s recent Wedding Reception and what a lovely Wedding Reception it was. The room looked almost as stunning as the bride and groom, and we received so many compliments on the food and service. The Friends of the State Opera luncheon on Sunday 25 October was another successful event for the Club. Thanks to Pauline Brooks for her feedback. Dear Kevin, I know I speak on behalf of Helen, Jan and the rest of the Committee in saying a huge thank you for helping to make yesterday’s luncheon for The Friends of the Opera such a wonderful success! Everything went off so well from the delicious canapés and drinks on arrival, to the beautiful main

g n i k o o B Now

CHRISTMAS FUNCTIONS Book Now to secure your Christmas Party

A variety of packages available including Seafood Buffet, Gourmet BBQ and Cocktail Functions  (08) 8341 8600  rsays.com.au 161 Oliver Rogers Road, OUTER HARBOR SA 5018

AROUND THE CANS By Andrew Waterman

NCE again the new season has started with some fickle weather. The fixed mark race on Saturday 10 October was held in light to very light conditions. Thankfully the small fleet of Etchells managed to finish, just. The following weekend helped blow the spiders out from under the gunwales. This was the start of our State Title Series with three races scheduled and three windward leeward races completed in a steadily building south westerly, starting in 10 to 13 knots that slowly veered to the left and built to 25+ knots. Hard work upwind but the rewards downwind made up for it.

Wayne Knill in Medium Rare enjoyed the conditions with three bullets leaving Mike Bradley sailing Fish Factory and yours truly in The White Pearl to fight over the 2nd place, with 3rd place equally shared between David Henshall’s Superheat, Fish Factory and yours truly. The next weekend (24 October) was another of those interesting days where some kind keelboat owner tows an Etchells or two out to the start and we all sit there drifting for an hour or two watching and hoping for any breeze but to no avail. Then another kind keelboat owner tows us all back in.

so no racing and our State Titles are again looking patchy at best, with only three races completed out of six scheduled. So after a couple of weekends off for opening days at both the CYCSA and RSAYS, we were able to get back out onto the water. The forecast sounded good at 15 to 20 knots and the last of the State Title races. It was a big ask to try and dislodge Wayne Knill with three 1st places. Their best performance seems to be in the heavier weather and Saturday 14 November proved the same. The first race of the day got under way in a gusty 17 to 20 knots and blowing out of the southwest. Again it was hard work upwind but the ride back downwind was worth it, with the waves building for the second race. Wayne managed to get his boat going just that bit faster on the port tack to the top mark getting past us on the first work out there and was never headed, helping himself to another first place, with The White Pearl 2nd and Superheat 3rd. The second race of the day started out in slightly heavier conditions at about 20 to 23 knots and slightly bigger sea conditions. Superheat won the start and didn’t look back. Again we were looking like the bridesmaids

Andrew Waterman and after a couple of slight errors on board our boat. David had opened up a four boat length lead to the finish. Wayne had decided that he didn’t need to push any harder and sat quietly in 3rd place at the finish. With the State Titles all wrapped up, this gave Wayne Knill and crew the State Title with yours truly 2nd and Dave Henshall 3rd.

Racing Rules Question & Answer

Question: The red boat believes that the start boat is an obstruction and the blue boat must give her room to pass. Can the red boat continue into the space between the start and blue boats. Answer: See page 17

RACING NEWS By Heidi Pfeiffer

separate courses for each division and a new themed dinner menu, including Italian, BBQ and Indian nights with more dessert options for those of us with a sweet tooth!

T has been a slow start to the season with two races abandoned in the first two weeks, but things are now well underway. Let’s all hope for some great racing this season. Our front runners: Lara III, Rival, Medium Rare, Allouette, Arcadia and Horopito have made a good start. However, there is plenty of time in the season for others to catch up. If you are not a series entrant, you are always welcome to take up a casual entry for any race.

The Twilights have begun with a variety of weather conditions and fantastic dining on the Quarterdeck. This is a great way to get your mid-week sailing fix. The Twilights have seen a few changes this season with variations to both courses. We now have

The offshore series has seen a nice boost in entrants this year with 11 boats in the series. The Orontes cup saw 11 boats take to the water in good conditions, with all boats finishing just after 2000hrs with Horopito (Mark Robertson) winners for the race for the season. Haystack race started in 30 knots on the Friday evening getting to Marion Reef not long after midnight and Haystack Island in the first hours after sunrise. All boats rounded Beatrice Saturday afternoon before a fast trip back with their kites up, and all boats finished by the early hours of Sunday morning. Discover Sailing Day on 25 October was well attended with over 200 people coming to the club. It involved the junior dinghies, cruising & racing boats open for inspections and short cruises aboard Summer Breeze & Solomon Ophir. It was great to have the club open to everyone and the buzz and the weather were perfect for a cruise. During September prior to the season starting, we once again held the Coaching Series. I very happily give a big thank you to skippers and mentors for assisting with their time and boats for this event. The coaching series always brings in new crew for racing boats. This year almost 40 people attended

and conditions were perfect for those wishing to learn to sail. We are trying a new system to find crew, particularly in the week prior to a race. We have a new Facebook page: Wanna come sail at the Squadron?- Crew Finder. If you are a short of a few crew members or need some regular crew, please use this to assist. I am always happy to help.

Upcoming events & races: Sunday, 13 December Women’s Invitation Race – open to all boats, the only requirement is that you have a female at the helm. Saturday 14 December TG Flint Memorial Race & Juniors Pacer Cup Christmas Party and Juniors VS seniors in a race around the marina Saturday 23 January Kaesler Cup Trophy Race – Sponsored by Kaesler Wines Thursday 18 February Adelaide to Pt Lincoln Race briefing at RSAYS Friday 19 February Adelaide to Port Lincoln Race – NOR is now available on the PLYC website Friday 19 to Wednesday 24 February King of the Gulf Regatta – Port Vincent Regatta opens to multihulls and mono hulls

Shooters and Bloopers

OOKING at past photos of Half Tonners in the 70’s and 80’s show not one but two spinnakers being flown. On a dead down wind run with the normal symmetrical tri-radial kite poled out square to windward a flatter asymmetrical sail called a Shooter, nicknamed the Blooper, was carried

with the tack on a short strop from the bow on the leeward side and sheeted through a block on the stern like a kite. These were termed a water sail as they were trimmed by using the halyard to have the foot just a foot or so above the water. It ran largely off the exhaust of from the kite.

HALF TONNERS By Colin Fraser

Chook Wall-Smith’s Spencer 30 ‘Rouseabout’

Col Fraser’s Cole 31 ‘Spoonbill’

In Offshore hard running the Shooter was a great balancing sail reducing the tendency to broach and taking a lot of work off the helm. The Half Tonners all used them but slowly they have become just another sail in the locker and these days you get looked down on if you carried two kites downwind. Interestingly the asymmetrical Blooper style kite has now evolved into an ‘Asy’ (asymmetrical) being flown off a bow sprit or prod for inshore races, facilitating fast gybes for downwind sailing.

WOMEN ON THE WATER Article by Helen Kearney, Photgraph by Adrian Wotton

Taniwha with Barb Parker at the helm, Race 1 Women’s Series

HE Nautilus Marine Women’s Series is again taking place at the club this summer season. This is a great opportunity for women to gain experience helming and crewing on keelboats. The series is made up of eight races, followed by some serious de-briefing in the club bar over the odd wine or three. So far in the series, we have had six squadron boats and one CYCSA boat competing, listed as follows; Taniwha (Barbara Parker) Blue Diamond (Robyn Riedel) Circe (Nives Vincent) Freedom (Deidre Schahinger) New Morning III (Carol Haslam) Homes James (Carol Wellman Kelly) School’s Out (Mary Ann Harvey)

Race 1 saw Barbara Parker on Taniwha take out winning place, with Blue Diamond in second, and Circe in third place. Race 2 weather conditions made for some exhilarating sailing, and really tested the skills of the skippers. Sailing in a comfortable 28 degrees, with a breeze that built throughout the afternoon to around 20 knots, and seas becoming a bit ‘lumpy’ in the later part of the race, seven boats competed with a long trip out to Beacon 2. There was then a spinnaker run to the northern silt, then back to Beacon 7, and into the river in some fairly interesting seas. Mary Ann Harvey on School’s Out took the first prize, with Freedom second, and Blue Diamond sailing consistently for third. Thanks to all those who make this series possible – Our sponsor Nautilus Marine, Roger Oaten our Race Officer, and the Miss Robyn crew.

INVITATION Calling all Female Skippers!! Sunday 13 December Race 3 of the Women’s Series incorporates the Women’s Keelboat Invitational, and we are keen to get as many boats sporting women skippers out on the water for this race, so please consider it and come out and join us on the water. Spread the word to other yacht clubs for this annual event and join in on any race of the series to share the fun! If you are interested, please contact Heidi at the club.

OR the astute Squadron member, or visitor, you may have noticed three things about this year’s Juniors’ sailing program.

JUNIORS REPORT By Stuart Davies

First, the program is on the rise. A number of new enthusiastic sailors have joined the J-Squad this year, all keen to learn. Second, thanks to the Juniors’ supporters, sponsors and the Squadron Foundation, the Pacer fleet has had a makeover. New masts, sails and running rigging were given their first outing at the 2015 Opening Day. The four Junior crews followed Mojo past the One and All in perfect formation, new coloured Jibs trimmed nicely. Third, it seems that the post-sail recounts (held at the ‘Heatlie’ Juniors BBQ rather than Jimmy’s Bar), regarding courses not held, right of ways not provided or any number of other indiscretions, are universal. Stories seem to get better post- sail if you’re eight or eighty. This is obviously a measure of enthusiasm and is clearly to be encouraged. We welcome back Vicki Sanderson to the instructor cohort and thank all of the instructors for their ongoing efforts this year – even if Hayden resorted to using human rather than wind power in the light conditions for the first event of the season. The Juniors are making good use of the basin following the removal of the last chain moorings, this is providing all members with

Opening Day Sail Past the opportunity to get up close to the very competitive junior sailing that is taking place. A Wine Tasting and Match Racing event held on Friday 16 October didn’t hurt either.

Thanks again to Mitch Mead, Chair of the Junior Development Committee, the committee members and everyone that supports the Juniors.

In a new initiative, a number of the J-Squad took up the tongs and cooked part of the post Opening Day recovery breakfast BBQ – seems a precedent has now been set.

HOUSE AND SOCIAL REPORT By Andrea Mead

to celebrate the ‘swearing in’ of the new Commodore and Management Committee. Wine Direct kindly hosted a Wine tasting event in the Squadron Dining Room on 16 October and those attending enjoyed a range of South Australian wines including Lost Buoy Sauvignon Blanc, Heirloom Barossa Shiraz and, a personal favourite, Bird in Hand Reisling.

events.

Discover Sailing Day was held on 25 October, with the aim of exposing more people to sailing. We showcased our magnificent facilities and many programs to around 150 people over the day. Visitors were able to have a free sail in a pacer dinghy or a motor up the Port River on Solomon Ophir and Summer Breeze, for a small cost. Follow up phone calls to interested participants should result in a few new faces around the marina in the coming weeks. Please make them welcome to our club by speaking to them and assist them with joining in with club activities and functions.

We assisted Commodore Rae Hunt in putting the finishing touches to the Flag Raising ceremony and the Commodore’s Dinner. Both were run on the same day. The sun shone and members enjoyed the tradition and formalities of the Flag Raising, and then donned cocktail wear and partied into the evening. This is one event on our annual calendar where everyone makes an effort to dress up and make this night a special one,

More recently, Opening Day was held on 7 November and, with the help of brilliant weather and General Manager Andrew and his staff, the day went off with a bang! The majesty of the One and All, the speech given by our Governor Hiue Van Le, and the great party atmosphere was enjoyed by everyone. Special mention must be made for the winners of the sail past prizes. Congratulations to you all.

HE House and Social Committee have spent the past few months working on regular Squadron

Barbara Adams and Dinah Harcus getting acquainted at the ‘Welcome to New Members’ event on Sunday 29 November. Planning for next year’s events are well underway and I encourage you all to put 28 February in your diary for a Jazz afternoon on the Quarter Deck. Bring friends and family and make this a great occasion.

ARLIER this year Dis-Able Sailing Inc. applied to RSAYS FoundationÂ for two UHF hand held radios. Every alternate Monday for the past two years Dis-Able Sailing Inc. volunteer Bob Schahinger has taken profoundly disabled people in the Hansa 3.03 dinghy to go sailing. Some can handle the joy stick (steering) as it is similar to an electric wheelchair but others just enjoy the sensation that sailors all over the world enjoy.

DIS-ABLE SAILING By Deirdre Schahinger

Earlier this year Dis-Able Sailing Inc. applied to RSAYS Foundation for two UHF hand held radios as we have been using two handheld VHF radios for ship to shore communication but they are a bit cumbersome and more appropriate safety equipment was necessary. The little ones are much easier to use. Dis-Able Sailing Inc. provides a meaningful recreation activity for people with an intellectual disability who attend day options programs. Disability Services, Northlink attend on Mondays, Bedford Day Options come on Wednesdays and Comrec will be coming sailing on Thursdays. Support workers camera click for the dolphins, seals wave their flippers, the cormorants look startled and the participants really enjoy the action, especially if they get to helm. Many thanks to the Foundation for the radios and the support from the Squadron staff.

Northlink clients on Freedom

Bedford Day Options participants

Bob and Northlink client with radio

Racing Rules Question & Answer (From Page 11)

Answer: The start boat is not an obstruction as stated in the heading notes of Part 2 Section C. At marks and obstructions. This forms part of the rules. Therefore we go back to rule 11. Both boats are on the same tack and as shown in the diagram have been overlapped for some time. The leeward boat (blue) has right of way. Red must keep clear of blue and the start boat, and blue must also try and avoid contact with red.

CRUISING REPORT Photos sourced from SEACRAFT magazine, November 1961 merchant navy radio officer. His story is truly remarkable in its simplicity and puts most of us modern cruisers to shame. What became of him I know not. It is interesting to note Godfrey Decker’s praise of the Godfrey brothers being Harold, Rex and Ivan, and also Bunny Grunert and Bill Boyd (shipwright and past Commodore of PASC). As I pen these notes we are looking forward to the Port Vincent cruise and barbecue at Phil Tassicker’s house on the escarpment overlooking the bay. Our thanks go to members who welcome us into their homes.

Kingsley ‘Bones’ Haskett

NCE again I put pen to paper for the last report of 2015. How time flies – although it is officially spring, summer is really upon us with temperatures already up to 40oC.

Note to all members: the New Year’s cruise to Brown’s Beach and the New Year’s Eve BYO barbecue is always open to everyone. Yours in ‘seamanship and fellowship’. Bones

Godfrey Decker was formerly a ship’s radio officer before cruising Caprice.

The first official cruise of the new season was to Pat and Jane Hill’s beach house at Black Point. The weather was great for the October long weekend, and a record 17 vessels were anchored in the bay while some stayed at the marina at Port Vincent. Fifty-four people were counted at the barbecue lunch. A report of the event and the cruise to Black Point appears opposite. This event was the first in local waters for Catriona and her owner Adrian Donald. We can expect to see much more of this beautiful yacht at future events. Because of strong winds forecast for the next day, some cruised home that night in near flat calm conditions. This was to prove a trial for some not familiar with the Outer Harbor lights at night. A report by Cruising Committee member Trevor Manoel on page 36 will enlighten many. The next event for boaters was the official opening of the yachting season. Once again we had beautiful weather, and we must thank the new Commodore if this keeps up. The sail past was interrupted by a cement carrier ship gate crashing the event, but even so a recent record of 83 vessels took the salute and all was well, well into the night. It is interesting to note that in 1957 130 vessels are reported to have taken the salute. Of interest to cruising types of all ages was the report I found of Godfrey Decker and his yacht Caprice, a clinker built version of the famous Trekka of John Guzzwell fame. Caprice was built by W G Porter and Son in 1958 at Port Adelaide. She was yawl-rigged and was sailed single-handed by Godfrey Decker to New Zealand via the north coast of Tasmania. This young man was an ex-

Clinker-built Caprice was build by Bill Porter and his son in Port Adelaide. Note plate fin keel. If you are interested in joining like-minded members on various cruising events, please register with Ken Case via email: kencase@bigpond.com Provide your name, boat name, email address and mobile number. You will then be notified directly of any Squadron planned events by the RSAYS Cruising Committee.

3-5 OCTOBER, 2015

CRUISE TO BLACK POINT

OR over thirty years, the first cruise of the season has taken Squadron yachts to Black Point, to the lovely setting of the Hills’ beach house. So again, a flotilla of little ships set out, each declaring its course as it left Outer Harbor. A brisk sail brought Aqualass to within an hour of Black Point when Willy Weather forecast overnight winds of 25 knots or more from the north. The comforts of the Port Vincent Marina beckoned. A quick phone call, and course was altered. A sparkling beam reach got us to the marina just as the wind was building up. Several Squadron yachts were already there, or were soon to come, with greetings all round between Aquitaine, Magic Beach, Pax, Tramp and Aqualass. There were also a number of CYC yachts and we shared a barbecue on the lawns, marked by light banter and good fellowship. Next morning we cruised to Black Point where Jane and Pat were as hospitable as ever. It was a pleasure to see Marlene Tassicker’s grandchildren who had been brought up from Port Vincent by Phil. Yachts who had cruised over earlier included Amerina, Catriona, Erica, Femme Fatale, Ithaca, Kooringal, Last Tango, Margarita, Marionette IV, Natuna, and Wongga II. Some people drove round so there were over 50 for lunch.

By Lynda Walsh

Willy Weather still insisted on strong winds from the north in the next few hours. Kooringal decided to motor back to the Squadron before it all hit, and Aqualass decided to join her. We enjoyed the most magical of times on the water – a flat calm with a brilliant sunset reflected all around us, and dolphins our companions.. We motored into a million lights brilliantly reflected on the oily flat water, blue, green, red, orange yellow and white, reflections so perfect against the original that we couldn’t see where water ended and land began. We became thoroughly disorientated. Kooringal realised our difficulty and guided

CRUISE TO PORT VINCENT By Sue Buckley

us in. We have since discussed our problem with others and find that we are not the only ones to be so confused. Tip – read the article on navigation in the Port River in this SQ.

Jane and Patrick Hill with Bones the hill. With fantastic views out over the bay during the early afternoon and evening this makes for a lovely event. Our thanks to Phil for hosting us again this year – for the 20th time. We all found our way safely down the hill for a few late night ‘drinkies’ in the marina. Next morning was overcast with very light breezes but the cloud cleared to a beautiful sunny (though cool) day. The majority headed off early and motored/sailed home. Those of us who had our usually leisurely approach to Sunday morning left a little later and again Mahalo romped home in a lovely 15-20 knot afternoon sea breeze in under four hours. This is truly what cruising is all about.

Some of the BBQ crowd

21-22 NOVEMBER, 2015

HE Cruising Committee put on another fantastic event with optimal sailing weather. (Was it possibly the Commodore who conjured up such great sailing conditions?) 14 boats left Outer Harbor early on Saturday morning for a brisk sail to Port Vincent. Those of us who left a little later had slightly lighter conditions with winds averaging 15-17 knots (moderated slightly from 18-22 knots an hour or so earlier), and occasionally as little as 10

knots. Mahalo made the trip in almost record time under four hours. With 11 boats in the marina there was a little pre-BBQ socialising with a few safe arrival drinks and late lunches happening. Three boats were on moorings in the bay. Several members drove round and then assisted ferrying some of us up the hill, and down later on! The BBQ was well attended with 45 sailors and crew joining Phil Tassicker, our host for the weekend, at his house on

Phil Tassicker

TAKE A BREAK AT BALLAST HEAD By Alan Noble, Rebuild Independence Group Inc.

LAN is one of the very active supporters of the Rebuild Independence Group (RIG) on Kangaroo Island. Bearing in mind cruisers planning on going to American River this summer, he tells of the anchorage at Ballast Head, and the launch of the Independence Boathouse. Over the October long weekend we sailed to Kangaroo Island for the grand opening of the Independence Boathouse. Saturday morning chores kept me busy and we did not depart Wirrina Cove until 1400 hours, considerably later than usual. Consequently we were not abeam of Ballast Head until after sunset, and still had another three miles to go to American River. Although I’ve sailed there dozens of times, I do not relish mooring there at night, especially with very little moonlight. As any visitor to the River knows, there are so many moorings helter-skelter in the channel, including half-submerged, barely visible ones, that motoring down the channel is like playing dodgem cars (a.k.a. bumper cars). I therefore decided to anchor outside, in the lee of Ballast Head. I’d seen other vessels anchor there and I’ve fished there during the day, but I’d never overnighted there. I’m glad I did, as it is a delightful spot.

Historical note: In 1802-3, French explorer Nicolas Baudin named the headland ‘Cap des Kanguroos’, and there is even a third name recorded, ‘Whalebone Head’. Ballast Head stuck as it was one of the places on Kangaroo Island where ballast was loaded onto sailing ships returning to Adelaide. Later, until 1986, it was used as a port for loading gypsum. The former gypsum stockpiles are the white, scarred areas in the satellite image below, slowly being reclaimed by vegetation. The port was dismantled in 2010, yet barely five years later there is talk of rebuilding it. The anchorage (35°45.81’S 137°47.84’E) is half a nautical mile SW of Ballast Head, opposite a small gully. There is a mooring owned by Tim, a local farmer, which is reportedly in good condition. Alternatively drop your pick in about 2.5 metres of water, just south of the mooring, but keep north of the oyster beds. If approaching at night, keep 200 metres offshore to avoid inadvertently hitting the mooring, then approach from the south, as shown by my track below. Whilst the shoreline is rocky, anchoring is over seagrass and sand. This location offers protection from the southwest, west,

northwest and even north if you tuck in close. Light southerlies are OK too since there is not much fetch from that direction, but if the wind blows strongly from that direction, move around to Newland Bay, north of Ballast Head. For easterlies, it’s time to move into the River. In our case, with a northerly wind and a westerly swell, we enjoyed marina-calm conditions and a lovely view of the lights of Island Beach across Eastern Cove. This is also a great fishing spot, frequented by garfish and whiting.

The Independence Boathouse Launch

N Sunday 4 October we celebrated the grand opening of the Independence Boathouse at American River, purpose built to house the reconstruction of the Schooner Independence. The event was a great success with over 200 attendees and a good deal of fund raising. Long-time supporter of the project and former Kangaroo Island Mayor Jayne Bates officially opened the Boathouse The opening of the Boathouse successfully concludes Phase I of the Rebuild Independence project, which now enters Phase II, the boat-building phase. It is also worth noting that whilst we have preliminary plans, we still need the services of a marine architect, preferably someone willing to work pro bono. Give me a ‘hoy’ if you know someone who’d like to lend a hand.

To learn more about the project visit : Facebook: https://www.facebook.com/rebuildindependence/posts/852795564818107

The Independence Boathouse and adjoining cafe. The flags of the USA, UK and France represent the three nations involved in the early exploration of Kangaroo Island, and American River in particular.

Google+: https://plus.google.com/+RebuildIndependenceOrg/posts/cbWsdGVnBru Twitter: https://twitter.com/SchIndependence/status/655862064800399360

AYR

Adelaide Yacht Rigging

Doug Gladman M: 0439 002 044

: Adelaide Yacht Rigging@hotmail.com ABN: 57 681 128 471

SHIPPING NEWS Heading our way this summer

By Barry Allison, Photos by Trevor Powell

NUMBER of cruise ships will be sailing in our local waters soon. Keep a lookout for these visiting liners as you scan the horizon.

14 cruise visits to the Port Adelaide Passenger Terminal. Kangaroo Island will host nine cruise ship visits and two visits will be made to Port Lincoln .

The 2015/2016 cruise season, from November 2015 to May 2016, will welcome cruise ship visits for 38 days around South Australia. During this period, Adelaide will see

The mega-liner Explorer of the Sea, along with Superstar Virgo and the Queen Elizabeth will all be making their first visits to South Australia during this season.

2015

Diamond Princess

Arrival Wed 11 Nov - 0730 Thu 12 Nov - 0630 Fri 13 Nov - 0630 Sat 14 Nov - 0630 Sun 15 Nov - 0700 Tue 17 Nov - 0630 Fri 20 Nov - 0630 Sat 21 Nov - 0700 Thu 3 Dec - 0630 Sat 5 Dec - 1030 Sun 6 Dec - 0800

Departure Wed 11 Nov - 1800 Thu 12 Nov - 1800 Fri 13 Nov - 1800 Sat 14 Nov - 2300 Sun 15 Nov - 1800 Tue 17 Nov - 1700 Fri 20 Nov - 1800 Sat 21 Nov -1700 Thu 3 Dec - 2000 Sat 5 Dec - 2359 Sun 6 Dec - 2100

The passenger terminal is restricted to passengers only and the general public cannot access the area due to strict security regulations governed by the national security body of the Office of Transport Security. The best place to view the cruise ships is along the coast from Outer Harbor to Semaphore or, of course from your own craft!

Ship DIAMOND PRINCESS RADIANCE of the SEAS VOLENDAM VOLENDAM VOLENDAM EXPLORER of the SEAS PACIFIC EDEN PACIFIC EDEN SUPERSTAR VIRGO ASTOR ASTOR

Berth OH 2 OH 2 4 Berth OH 2 Anch 1 OH 2 OH 2 Anch 1 OH 2 OH 2 Anch 1

Port Port Adelaide Port Adelaide Port Lincoln Port Adelaide Penneshaw Port Adelaide Port Adelaide Penneshaw Port Adelaide Port Adelaide Penneshaw

2016

Radiance of the Seas

Volendam

Explorer of the Seas

Celebrity Solstice

Arrival Departure Ship Berth Port Sun 3 Jan - 0830 Sun 3 Jan -1800 PACIFIC JEWEL 4 Berth Port Lincoln Mon 4 Jan - 0630 Mon 4 Jan -1800 PACIFIC JEWEL OH 2 Port Adelaide Tue 5 Jan - 0800 Tue 5 Jan -1800 PACIFIC JEWEL Anch 1 Penneshaw Fri 8 Jan - 0730 Fri 8 Jan - 2000 GOLDEN PRINCESS OH 2 Port Adelaide Thu 14 Jan - 0800 Thu 14 Jan -1800 PACIFIC EDEN Anch 1 Penneshaw Wed 27 Jan - 0630 Thu 28 Jan - 2000 PACIFIC VENUS OH 2 Port Adelaide Thu 4 Feb - 0800 Thu 4 Feb - 1800 PACIFIC EDEN Anch 1 Penneshaw Sun 14 Feb - 0830 Sun 14 Feb - 2000 ALBATROSS OH 2 Port Adelaide Tue 16 Feb - 0630 Tue 16 Feb - 2359 QUEEN ELIZABETH OH 2 Port Adelaide Sun 28 Feb - 0530 Sun 28 Feb - 1700 CELEBRITY SOLSTICE OH 2 Port Adelaide Fri 4 Mar - 0800 Fri 4 Mar - 2100 QUEEN VICTORIA Anch 1 Penneshaw Mon 7 Mar - 0630 Mon 7 Mar - 1800 RADIANCE of the SEAS OH 2 Port Adelaide Wed 9 Mar - 0800 Wed 9 Mar - 1800 PACIFIC EDEN Anch 1 Penneshaw Thu 17 Mar - 0800 Thu 17 Mar - 1800 PACIFIC EDEN Anch 1 Penneshaw (extracted from Flinders Ports web site -- www.flindersports.com.au -- 31 October 2015)

Pacific Eden

Astor

Pacific Jewel

Golden Princess

SAILING FAR AFIELD By Mark Sinclair

Cruising Northern Spencer Gulf

Point Lowly Lighthouse

AM thoroughly enjoying basing our yacht Starwave in Wallaroo for a few months. Since August I have been on short cruises to Port Augusta and Port Broughton as well as sailing locally in Wallaroo Bay. Wallaroo is an easy two hour drive from Adelaide during which you can receive uninterrupted banter on ABC radio 891 between Matt and Dave. Wallaroo has the facilities of a modern marina and enables central and northern Spencer Gulf to be explored even with limited time. Inspecting the chart you will notice the mouth of Spencer Gulf is orientated just west of south. This influences the gradient winds which blow from the southwest in winter and southeast in summer, resulting in predominantly southerly winds in this gulf. The heating of the land in summer creates winds which are frequently stronger in the north through the impact of the onshore

Port Augusta Tide Range

sea breeze, which blows from the southwest on the east side of Spencer Gulf and from the southeast on the west side. Hence on a summer afternoon in ‘windy Whyalla’ the sea breeze reinforces the gradient breeze creating a hard beat to weather. At Wallaroo the sea breeze deflects the gradient wind and blows from the southwest during the day, dropping out at dusk then backing to the southeast. Overnight anchorages with offshore winds can therefore be enjoyed or you can use the favourable breeze overnight to make some ground to the south. A similar effect exists in Gulf St Vincent.

during the early afternoon while stemming the tidal stream and leaving Eastern Shoal to port. I rounded Point Lowly at 1600 hours just after low water at Whyalla. Despite the moderate conditions and ignoring the good advice in the previous paragraph and the chart on which the overfalls are were clearly marked, I shipped a wave in the cockpit close off Point Lowly! With the colourful Douglas Hills to port and the southern Flinders Ranges to starboard, I enjoyed a spectacular quartering run north with a favourable flood stream. As dusk fell, the channel narrowed and I decided to spend the night in Blanche Harbor and sit out the

The range of tide at the mouth of Spencer Gulf is between one and two metres whereas at Port Augusta in the north, it can exceed four metres; this effect is similar to water slopping up the end of a bathtub. When planning a passage, the direction of the tidal stream needs to be carefully considered, particularly in the constrained northern parts of the gulf. An adverse stream can significantly set you back. Conditions of wind against stream can be very uncomfortable and potentially hazardous in some places where the seabed is uneven, around headlands and islands, in shallow water and in large swell conditions. Running up Spencer Gulf The chart and publications should be carefully consulted and certain areas should ebb. I dropped sail and entered from the east be avoided, such as around Thistle Island and under power; with no moon and not a single off Point Lowly in the north. light ashore or afloat it surprised me how At 0530 hours on Thursday 3 September I utterly black it was; blocks of blackness, like set out on a short cruise to Port Augusta. Ishmael found in New Bedford in Melville’s I enjoyed a square run under full mainsail Moby Dick. I was also kept on my toes by and goosewinged number 2 genoa up the two unlit radar contacts. I gingerly felt my east side of the gulf before a 15 to 20 knot way in and came to anchor at 1900 hours in southerly breeze. This avoided the major the southwest corner of the bay. I dragged shipping channel which favours the west anchor because the seabed is poor holding side. Throughout the morning I made good with mud and weed. Fishing is not allowed six to seven knots which reduced to five knots as it is a conservation area.

At sunrise, I discovered the illusive radar contacts to be just old moored vessels. I got underway at 0700 hours and carried the last three hours of the flood stream to Port Augusta. Once again, the scenery was spectacular with the sunrise to starboard over the southern Flinders Ranges. I ran north at between five and six knots goosewinged before the 10–15 knot southeast breeze. Off Brown Point I dropped the headsail and was kept on my toes gybing frequently as the channel is quite narrow and meandered before the wind. I arrived off the main wharf at Port Augusta at the predicted time of high water of 1000 hours and berthed on the floating pontoon which can accommodate a number of vessels and is available for free public use. I was met by Paul Richards of Tanqueray who invited me to the Port Augusta Yacht Club for a hot shower, Floating Pontoon, Pt Augusta followed later by cold beers and excellent local advice. I crossed this ridge at a predicted high water the predicted tide from the BOM website The following morning I departed in calm of 1.62 metres with approximately 0.6m (http://www.bom.gov.au/australia/tides/) is > conditions and to avoid the adverse flood under the keel on the echo sounder and above 1 one metre http://www.bom.gov.au/ stream motored outside the beacons close motor sailed the four nautical miles to the australia/tides/ to the banks and was able to pass over the harbour. There is a large floating pontoon The following morning I departed at 0815 tidal flats in some areas. At 1130 hours in off the southwest end of Port Broughton hours and motored out the channel against calm conditions Point Lowly displayed eddies jetty for free public use. However beware! the flood stream. I crossed the bar at 0915 but no overfalls. During the afternoon an The vessels moored fore and aft off the jetty hours some two hours before high water ENE breeze set in at five to ten knots and are in deep holes and there is a shallow sand with a height of tide approximately 1.1 I returned to Wallaroo on a beam reach. I bank between their position and the floating metres; on this occasion the echo sounder entered Wallaroo in the dark which was quite jetty, just where you might want to round up indicated zero metres under the keel and we disorientating as the entrance is narrow and to go alongside the floating pontoon; I was did not touch! For most of the day the wind the breakwaters seemed very high from my unpleasantly surprised! was light and variable other than during a low water vantage point. There were no lights down low and the flood lights from the port shined straight into my face. Proceeding gingerly, I berthed at midnight.

Wallaroo Marina My next short cruise was to Port Broughton on 17 October. I cast off at 1545 hours and ran north before a 15 knot southwest breeze. As it was a warm day at 1800 hours the wind backed to the southeast and I anchored in a depth of three metres at Kanaka in position 33° 37.8’ S, 137° 48.7’ E. I weighed at 0830 hours the next morning and sailed up to the Port Broughton entrance beacon which has a light. I then had to weave my way in the channel through a fleet of recreational fishing vessels. The channel is too narrow to tack but well marked with numbered beacons with reflectors. The shoalest part is between the first two sets of beacons.

Port Broughton is a small attractive seaside town lined with Norfolk pines and with a pub close to the head of the jetty. Like the open boat journey to the island of Memmert in the Frisian Islands in Erskine Childers’ Riddle of the Sands, it is only accessible near high tide. A deep keel visitor must also note that the tides in Port Broughton are strongly diurnal. From September to March, around full moon and new moon, the larger of the daily high waters occurs in the forenoon which means a deep draft vessel can enter or depart in daylight during the morning. From March to September the opposite occurs and a deep draft vessel may enter at dusk. Note that at any neap tide throughout the year there may not be enough water for a deep keeler and the tide tables should be carefully consulted. Starwave draws 2.07 metres and from my experience can enter Port Broughton when

squall from a localised thunderstorm. While I was almost becalmed off Tickera I heard a roaring noise like a distant waterfall; it was the sound of heavy rain falling on the surface of the calm sea and I was soon in it! I motored the last 10 miles to Wallaroo and berthed at 1530 hours.

Rae Sinclair on Wallaroo Bay

Port Broughton Jetty

Wallaroo has a very hospitable yacht club with excellent facilities particularly for dinghy sailing. The marina provides a central base to explore new areas out of normal cruising range from Adelaide. During these cruises in spring I experienced moderate to strong southerly and light to variable northerly winds which avoided beating to windward. In talking to Fred Howes of Susani, the best time to cruise the area is probably in autumn when the sea breezes are not so strong.

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SAIL DRIVE - TRAILER SAILERS By Trevor Hamlyn

Exploring new shallow-draft places to sail – Cruising the Myall Lakes

Bella on Bombah Broadwater

ORRAINE and I had just returned to Adelaide after a couple of weeks cruising the Myall Lakes and Port Stephens in NSW, when I received a message from our Suadron Quarterly Editor, Sally Metzer, requesting a contribution. Sally’s interest was for a piece on places where trailer sailers may go where deep-keelers can’t get into. I needed no further prompting, the temptation was too great. Like many inland Australian waterways, the Myall Lakes and the Myall River system, in NSW, were originally used by the first Europeans as a ‘highway to transport goods to nearby sea ports’. In the case of the Myall Lakes, it was Cedar, (Cedrela Australis), and hard timber, that were cut from the surrounding area, rafted south to Port Stephens, then they were shipped to Sydney. When the timber stands ran out in the 1890’s, the area was used for sand mining, agriculture and fishing. Recent acquisitions by the NSW Parks and Wildlife Service have transformed the area into one of the largest coastal parks in NSW. The National Park surrounds the lake system on all sides, and boasts more than 40 km’s of beaches, both Inland and Ocean. It’s a perfect sheltered haven for sailing and exploring, whilst living aboard a trailer sailer. From the water, there is little evidence of human habitation throughout the entire lake system, so it’s not hard to imagine what it looked like to those first timber cutters who arrived in the area around 1795. Wildlife abounds.

In October nine boats from South Australia, (including Squadron Members Roy and Mignon Martin, Hugh and Juliet Browell, and ourselves), plus one boat from Maitland NSW, signed-on for a two week TSASA cruise of the Lakes and Pt Stephens. Lorraine and I opted to travel in the company of one other boat from Adelaide, through Balranald and Dubbo, then to Nerong, at the eastern extremity of the Bombah Broadwater. Road surfaces inland leave a lot to be desired generally, so it’s a matter of gritting one’s teeth as you hit the potholes, and hoping that the two tonnes of boat and trailer

behind the car will last the journey. We were lucky, but some suffered tyre failures and structural damage to their trailers. Once on the water, our group was free to explore and choose their own overnight anchorages, logging-in their whereabouts each evening. Most of us however sailed and anchored in-company, sharing happyhour on the beach each evening, (or rocks on one occasion!). The next day’s destination was mostly decided by consensus, with knowledge of forthcoming weather and wind directions.

Johnson’s Beach

Happy Hour at Long Point In this manner we made our way north during the first week, through the three main Lakes, Bombah Broadwater Lake, Boolambayte Lake, and Myall Lake. Depths varied from between three and five metres generally. Good for deep-keelers too, especially shoaldraft vessels that can negotiate the Myall River from Pt Stephens, subject of course to the lowering of masts at the Singing Bridge at Tea Gardens.

fact that we had the lakes to ourselves at that time of year, made it a great holiday. We chose to travel back to Adelaide via Sydney, Gundagai, Bendigo, Horsham and Bordertown. This gave us much smoother

roads, with more than half of the journey on dual carriageways, making the extra distance worthwhile. We highly recommend this trip to any prospective trailer sailers and hope that they enjoy it like we all did.

Initially we picked up public moorings, or anchored overnight, using our inflatable dinghies for beach access. Once joined by our fellow NSW boatie, we adopted the local tradition of ‘stern-in’ to the beach, using bow and stern anchors to allow knee deep access (keel and rudders up), to the beach. This works well in the Myall Lakes with fresh water, no tides, and a stable weather pattern, but is not recommended for SA waters like Coffin Bay. The changing tides and likely overnight wind changes make the practice there hard work, and sometimes unsafe. One of our favourite anchorages was Shelley Beach on Myall Lake, with beautiful views towards the hills, and good shelter from any prevailing wind with east in the mix. This spot also has public picnic/campfire spots and clean environmental toilets, well-hidden from the water, behind shores lined with Paperbarks. Later in our second week we headed south down the Myall River to Tea Gardens and Pt Stephens, overnighting at the Soldier’s Point Marina in Pt Stephens, and visited Fame Cove. We have safely anchored there on previous visits to the area. By the time we returned to Nerong to retrieve our boats, we had covered close to 100 nm in our travels on-water. Two weeks of almost perfect weather, and the

MY BOAT - GUSTO By Tim Edkins

Gusto gets a second wind

USTO has had many false starts in her life.

Elle McPherson bought a Volvo 60 boat, Heineken, and had it sailed out to Australia to use as a training boat for a girls’ team to compete in the 1997/98 Volvo race. At the same time, she commissioned Bruce Farr and McConaghy boats to build her a new race boat. The hull and bulkheads of the new boat were built and then Elle pulled out of the race. About 1998, John Biddlecombe bought the hull and proceeded to convert it to an Open 60, the plan being to compete in the 2000 Vendée Globe non-stop solo around the world race. John, along with Dario Valenza, significantly changed the original concept, gearing it towards solo sailing. They added over 1 metre extra beam, lowered the top sides, moved the keel and rig aft, and changed to water ballast and a swept-back rig. The boat was then called Liberty, and, once completed, was trialled against Kanga Birtles’ Open 60. However, once again the money was not there to make the start line in France. In about 2006, Liberty was purchased by Brian Pattison and Pat Guidice and renamed Gusto 1. Gusto competed in the 2007 Melbourne to Osaka race, Brian doing the majority of the race solo after Pat was forced to get off in Honiara. She was then raced from Sandringham Yacht Club for a couple of seasons. In 2008, I bought Gusto in a rundown state with the carbon rig lying on the wharf in two bits. Peter Drew and I re-stood half the mast

and motor/sailed back to RSAYS, with the other bits lashed to the deck. Work got in the way and Gusto sat again. My interest in the French Open 60 designs developed when I was a delivery skipper and boat manager for Don McIntyre’s 1990/91 BOC race. I loved the ‘froggies’ attitude towards sailing and innovation, and felt the French inspiration is fundamental to the creation of these designs. I got to know many of the skippers and shore crews as we maintained the boats in each port and had some great times while the boats were at sea, including travelling in Africa via steam train and flying para sails in the French Alps. It was during this time that I decided the basic concept of these Open boats was ideal for fun cruising, the main problem being the 4.5m draught.

Like all things to do with sailing, you don’t benefit from something without compromising something else. The weight and speed of the boat will make for a much more lively ride in rough conditions. However with 2 tonnes of water ballast available each side, I believe I can settle that to some extent. The upside of the speed is that one can sail out of the way and miss the worst part of bad weather. I have addressed the draught by building a hydraulic-lifting fin keel. Instead of a 3 tonne bulb at 4.5 metres, we now have 4 tonnes at 4.1 metres, retractable to 2.6 metres. A compromise in simplicity but necessary to

For me, a good cruising boat needs to be responsive and fun to sail; acceptable to sail solo so not limited by crew; have lots of deck space for when in anchorages and space below for all the cruising bits, e.g. dinghy, outboards push bikes. I have found that things lashed on deck often ‘disappear’. Good visibility from below, not only at sea, but also in anchorages, is important. In Alaska, with my previous boat, Iniquity, I found one missed a lot of the action on shore. One certainly did not feel like sitting up in the cold waiting for the arrival of a bear. Being able to keep a good eye up the rig when it is rough without getting soaked is also an advantage and also means that you do check more often.

Tim Edkins

Heading for the sail past on Opening Day achieve an anchorage that isn’t ‘off shore’. Simon Flitcroft did the design work on the lifting keel and structure, and this was checked by Peter Lowe Naval Architects. The centre-case is 20 mm thick epoxy glass with tapers front and rear. The fin structure is a box made from bisaloy 80 steel encased with epoxy glass and glass trailing/leading edges. We repaired the old carbon rig but I was not happy with the result so Simon Flitcroft designed a new, simpler, larger-section twospreader carbon rig. The top of the old rig is now the boom. Peter Kula built the designed tube and I built all of the carbon accessories; spreaders, crane, goose neck and exit boxes, to Simon’s designs. The rigging is dynex dux. This has the same strength as stainless steel wire, diameter for diameter, but floats. It was developed for the North Sea fishing industry where they found it lasts longer than cables dragging on the sea floor and is somewhat easier to roll up. It has

very low stretch so recoil is not a problem like steel but it does creep if kept under constant load. To achieve the same creep as stainless steel, you need to go from 50% of break load to 20% of break load which increases the diameter. I have had a cover spliced over the outside for chafe and UV protection. Research I have done suggests it will outlast stainless steel wire. In a refit, no fittings are required. I am quite sure one would have seen the same distrust when rigging went from rope to wire! Only time will tell if this will become the norm on cruisers/racers that currently run stainless steel wire. If anyone is interested, Colligo Marine in the USA have been working with this product for some time and have lots of information. They plan to have a dynex dux-rigged Open 60 in the next BOC race. After standing the new rig, we did some sailing to get to know the boat and then pulled her out of the water at Port River Marine for a one-year rework. Four years later she went back in the water. We ended up stripping off the outside skin to the foam. With Richard Fidock and Peter Strangways plus friends we re-laid the 100 square metres of glass epoxy skin in two weeks to specifications by Andrew Dovell. I also cut the cabin off and made it longer, wider and higher. The fairing of the hull was not a high point---James from Nuplex will

Hydraulic-lifting fin keel

At Port River Marine

now have to find another customer who buys epoxy resin by the 44 gallon drum. Somewhere during the build I managed to do a ‘skydive’ and fractured my neck and both jaws. I now have 7 titanium plates and 35 screws inserted in my face. This slowed progress some. With the speed that Gusto will cruise at, I was concerned about a collision with the ever-increasing number of whales and possibly flotsam. The keel has a kick-back feature which will hopefully prevent damage or at least reduce it. The design numbers indicate that decelerating from 13 knots to 0 in 1.5 seconds should result in no structural damage. Hope I don’t test that! All the major work is done; we now have a few months of details. We have yet to install latches and covers, fit the deck gear, connect the hydraulics, re-install the rig, and finish the electrics. Gusto is moored at the old sugar wharf (Newport Quays). Once she is finished, the real experiment begins; heading off with my very capable and supportive wife, Tash, and a seven-year-old daughter, Lila, who does not know what to expect. I don’t think it will be possible for the six chickens, one cockatiel, one cat, fish and two guinea pigs to come with us. Is there someone willing to tell Lila?

Moored at Newport Quays

SENIOR MEMBER: LES HOWELL By Barry Allison

This is the next of a series of articles by Barry which records some of the experiences and adventures of our many prominent Senior Members of the Squadron. It is an interesting account of the long sailing career of Les Howell. His first boat at Largs was the Heavyweight Sharpie Viking, which had been a State Champion boat, and was crewed by the McCoy brothers from Brighton. Sometime later, Les purchased the Cadet Dinghy Vandal, which was beautifully constructed from western red cedar, and successfully sailed her for the next four to five years.

ES commenced his long association with the sea at the age of 15 at the Somerton Sailing Club. The first Somerton clubrooms acquired were the Nurses’ quarters from the dismantled Army quarters at the Wayville Showgrounds. This large structure was installed on the beach at the end of College Road well above high tide mark, providing plenty of rigging space on the beach. However, on 18 May 1953 a massive gale demolished the clubhouse and 11 yachts – mostly sharpies. In 1947 the fleet at Somerton consisted mainly of VJ’s and 12 Square Metre Sharpies. Les sailed a VJ named Nereis for three years in a fleet of 10 to 12 boats and moved on to the Largs Bay Sailing Club in 1951.

Viking

Vandal

In 1958 Les was involved with the building of the first fibreglass fourteen footer which unfortunately was not as successful as planned. Arthur Fisher and Norm Butcher were also involved in the development of this revolutionary craft. Later, Les was part of a group of five enthusiastic boat builders who constructed a Neil Cormack designed fourteen footer which was a double-chined plywood hull and was supervised by Norm Butcher. Les had two top crew in Colin Fraser and Colin Todd in those days and went on to win many races. This was the beginning of the new breed of fourteen footers to be sailed at the Largs and Henley Clubs. Les was Treasurer at the Largs Bay Sailing Club during those years, and with Kevin ‘Cats’ Curry , ran the Saturday Night dance with the Gremlins as the band. Yachties from far and wide used to visit the Largs Club in those days just to attend the dance. At that time, a tax had to be paid to the Government on the basis of the number attending the dance according to the number of tickets sold. On one particular night, an Inspector ‘raided’ the Club and found a large anomaly between the number of people at the dance and the number of tickets sold. As was the custom of

Zefir

the time, it didn’t take long to introduce the Inspector to the well-stocked bar at the Club and to ‘assist’ him with his numbers! The highlight of racing fourteens in those days was the inter-club competition between the Largs and Henley Clubs – as well as catching up with Spen Chesterman , Brian Loftes and Ron Reseigh and the usual partaking of an odd beer or two after a hard day on the water. It was always a challenge to drive home with a fourteen footer on a trailer carrying a twenty-five foot mast with plenty of overhang! After many years in dinghies, Les joined the Squadron on 8 May 1963 and bought the Tumlaren Zefir from Ian Wood. Zefir was originally built by Bob Stevens in 1952 and Les raced her successfully for the next five years. Keith Flint, who sailed another Tumlaren Zanet at this time, was very helpful to Les in introducing him to the Squadron and the fleet of six Tums sailing in those years.

Port Noarlunga they pushed on, not being able to see a thing, with waves breaking over the top and the keel-stepped mast and a hatch leaking. When they reached Cape Jervis, a small cargo ship came around the corner and Les had to relieve the helmsman at the tiller as they were not sure if the ship had seen them. They then pushed on to the rounding mark at American River and up the Gulf towards the Orontes Beacon, when the wind died to a flat calm with drizzling rain. At this point, the ship’s compass burst into flames, and was fortunately quickly extinguished. At the Orontes, it was decided to start the motor and head back to the Squadron, with Les heard to be muttering that this was definitely his last ocean race! In 1998, Les decided to sell Helen Wynne after 30 years of solid competition. After a short spell without a boat, the Pion 30 Allouette came on the market and in March 1999 Les decided that this was to be his next yacht. At this time there was one other Pion 30 sailing in the Squadron fleet which provided some close competition, but now Allouette is the only Squadron Pion 30 racing. French Bread from the CYC does provide some competition from time to time. Allouette has been competing in most Division 2 races ever since, with mixed success. However, Les finds

it increasingly difficult to compete with the Division 2 boats and would favour a Division 3 to be re-introduced to the Squadron fleet. This may even bring back some of those half tonners that sit on moorings on Saturday afternoons, and even the odd 30 footer from neighbouring Clubs. (This is a project of Brian Snowden who believes there is a good chance of developing a fleet of half tonners again at the Squadron.) Les has a regular crew comprising Simon Taylor (his stepson), Tim Andrews, Richard Tapping and Gen Thompson, who loves the sparkling waters and the dolphins, and more recently Terri George, who has been crewing occasionally. Les is fortunate that Richard drives down to the Squadron and prepares Allouette well in advance of the remaining crew arriving. Les has been actively involved in the Squadron for more than 52 years and has been Chairman of the Racing Committee. Today Les is happily retired, having had a very active working life in the accounting field with Breotex and AutoParts. He retired in 1995 and today spends many delightful days on his property near Williamstown. He is also an active participant of the Wednesday Squadron Barbecue Team and is looking forward to another year of sailing. We wish him well in the coming years.

Allouette In 1968, Les decided to build his own yacht Helen Wynne which was a Warwick Hood design. She was a round bottom 32 foot steel hull which was built by Metalcraft in Port Adelaide, and he was ably assisted by Ray Cauchi (Ray was Jim Taylor’s son-inlaw). Les fitted her out himself and installed a 2-cylinder 15 hp Yanmar engine. Then followed many years of racing and cruising, including the Adelaide to Port Lincoln races, and numerous Kangaroo Island and overnight races. On one particular race at night with the fleet very near the Orontes Beacon, a thunderstorm with massive lightning strikes enveloped the fleet. One crewman was heard to yell out “Don’t knock the bleeding thing down”! On the last Kangaroo Island race Les sailed, the start was on a Friday night in a full gale, and to this day Les still does not understand why they even started. However, out from

Allouette

CLIPPER RACE UPDATE By ICampbell Mackie

Campbell Mackie’s Round the World Race Leg 2 - Rio to Cape Town

FTER officially coming fourth on board Garmin in Leg 1 of the Round the World Clipper Race from London to Rio, Campbell Mackie summarises his trip and shares part of his blog, posted on Leg 2 from Rio to Cape Town.

The race has been quite a contrast to Leg 1 with a fair bit of upwind work sailing the boat at very high angles of inclination. This makes life above and below deck very difficult, tiresome and at times dangerous. Moving around the boat and dealing with the daily chores of life is just so much harder and takes its toll on everyone. We have had a lot of seasickness and a dose of gastric virus. Some with both concurrently. The first few days out of Rio were pretty awful. Only four people out of 19 have escaped illness of either kind. Thankfully I am amongst them. With so many off line, undermanned watches struggle with the workload, preparation of meals is missed and deep fatigue sets in. So it is great testament to the depth of the team that we have managed to overcome these challenges and drive the boat hard and into a winning position. Our skipper is very determined and his colours are now fully revealed. The amplitude of the emotional highs and lows is big and their frequency is higher than I anticipated. Resilience is crucial and requires a lot of thought and introspection to sustain. To give you a sense of what it was like in the last few days here are some extracts from my personal log book.

The end game begins Monday 19 October 0940 on day 13 Lat 36 05 54 S Long 9 43 02 E COG 85 SOG 11 knots Running 1st, 28 miles ahead of GB. 468 miles to run. ETA 21/10 mid morning.

UST finished mother watch. Slept from 2100 to 0530. Feeling more composed about the state of affairs.

We have been off the email service and therefore no access to grib files for weather information. It’s a bad time to be flying blind as we prepare to go into stealth mode at noon today. The last challenge we have is how we traverse the expected calm spot up ahead. The expectation is that the wind will fill in from the north so we have climbed 30 miles north of GREAT Britain’s course in the hope that we will get the breeze first.

A good night’s run with only marginal gains on GREAT Britain, but a gain none the less. We have had a very quiet afternoon having peeled C2 for C1 almost as soon as we came on watch at 1300. The wind has progressively died and we are now flopping about waiting for a lead. I came off the afternoon watch at 1855 hrs, was down below, de-kitted, had dinner and in my sleeping bag by 1915. It’s a quick business to maximise sleeping time. The grib files are back on line and we think GREAT Britain is in the same soft winds we are. Or so we hope! The boats further behind will now catch up as they still have wind. This is the killer part of the race, the longer we are parked the more we risk losing the lead position. On a more calming note we saw pods of whales this afternoon, some distance off, but breaching impressively.

Tuesday 20 October 1400 on day 14 Lat 35 03 56 S Long 12 12 06 E COG 92 SOG 12 knots Distance to run 314 miles, ETA 21/10 mid afternoon.

HE race is on, we are technically 2nd or even 3rd. As GREAT Britain is still in stealth mode we can’t fully assess the situation. We were parked overnight for 14 hours and Derry~Londonderry~Doire and Mission Performance have had wind all night and have rolled up to us. That’s yacht racing! We can see Mission Performance 8 miles astern. Having just gybed to starboard we now have better apparent wind strength and angle. Derry~Londonderry~Doire is South by 20 miles and technically 10 miles ahead, but

they seem to be in light to no airs. Or so we hope. At the speed we are going an hour is all that would be needed to deal with their lead. Looking forward we estimate they would not have such a good wind angle as us. So if we overcome Derry~Londonderry~Doire and hold Mission Performance then it’s just GREAT Britain we have to deal with. The 1800 schedule will confirm the positions of Mission Performance and Derry~Londonderry~Doire, but it may be the midnight sched before we know where we sit with GREAT Britain. We carried the C1 until just before dusk when we peeled to C2. It’s important that we don’t break stuff now. As we near Table Bay the wind is expected to be 30 plus knots with potential bullets off the mountains of 50 to 60 knots. So at some point we will change to Y2 and staysail and a reef the mainsail. Reeling the main is a problematic due to the damage done to the track at spreader 3, so we will have to send someone up the mast. Port watch have two night watches tonight so it will be a busy night. There is a real tension around the boat as we prepare for the final surge. The weather has changed markedly and the air temperature has increased with the onset of beautiful sunshine. Such is the joy of leaving the low pressure system and entering the Atlantic high off South Africa. The heavy kit is off and the mothers have been baking, so spirits are high.

Wednesday 21 October 1115 on day 15 Lat 34 26 31 S Long 16 31 35 E COG 70 SOG 13 + knots ETA early evening today The 1st watch last night (1909 to 2300) saw the breeze die to nothing with C1 just flopping in the swell. This was not supposed to happen and has generated a lot of frustration. Within 10 minutes of us going off watch the breeze filled in again, but not soon enough to avoid damage to our margin on the others. The Stb watch blew the leach line out of C1 and resolved to peel to C2 to limit further damage, which was not great at this time. A good call. The breeze strengthened further and C2 was changed to Y2 and staysail when we came on deck at 0300. The breeze was then 25 knots, gusting to 35. Now sailing with cracked sheets in a speed range of 12 to 15 knots as we surf the swell. Everyone is hanging on and hoping we can maintain our lead or better still improve it. At the 0600 sched GREAT Britain came out of stealth and is reported by Clipper Central as 1 mile behind us. They are quite a bit south of us but will not be disadvantaged by the wind angle, as we had previously expected. Mission Performance is in sight 7.5 miles behind us. Derry~Londonderry~Doire is nearby and visible on the AIS. Anxiety has

set in and will remain so until the end. We await further confirmation of GREAT Britain’s position as our courses converge. Arrival into Cape Town and our dance with the katabatic mistress Katabatic wind (from the Greek: katabaino - to go down) is the generic term for downslope winds flowing from high elevations of mountains, plateaus, and hills down their slopes to the valleys or plains below. In this story that is from Table Mountain into Table Bay. And they are savage! Here is the story of the last few hours of our struggle. GREAT Britain is now visible on the AIS and we are neck and neck with them and Derry~Londonderry~Doire, both of whom are to windward of us and with better angles to the finish. By early evening Table Mountain and the lights of Cape Town are visible. The breeze is still very fresh. Just on dusk we/Ash decide to try and reef the main. Because of the track damage on the mast someone has to go up the mast. Ross volunteers and gets up to the second spreader but has to give up. It’s too dangerous as he is flung about like a rag doll. So we sail overpowered in a heavy breeze. By now it’s a soldier’s race and we proceed three abreast on a skewed line to the finish. The order of play settles to Derry~Londonderry~Doire, GREAT Britain and Garmin. Bugger, bugger, bugger!

seconds. Top speed recorded was 65 knots. We expected these winds and were prepared, but when they struck it was a heart stopping experience. The boat was all over the place and we just had to rag off the sails and hang on until the blast subsided. It was violent and being in an unfamiliar bay in the dark, quite nerve wracking. Then it was over and we were 3rd with just 32 minutes between Derry~Londonderry~Doire in 1st and us. We were very disappointed but the race was over and we were safe and sound in a new harbour. Getting the sails down in these conditions was a challenge but we got it done - and then we were in the Marina, beers and bubbly in abundance and phone in hand calling home. It was good to hear Her Majesty’s voice, calm and welcoming. (*Ed. We presume ‘Her Majesty’ is Campbell’s wife, Lorna back in Adelaide!) After the final placings were made official Campbell blogged: ‘Only 32 minutes between 1st and 3rd after 3,500 miles is hard to reconcile. Now we are recovering in Cape Town and the tide of lament is slowly ebbing.’

As we enter Table Bay the wind shadow of the mountains becalms us. Being further of the coast than the others we hope vainly that this will give us steady breeze first. Then the katabatic winds arrive - 0 to 40 knots in 5

ARMIN completed Leg 3 from Cape Town to Albany, WA on 24 November in fourth position. The participants left Albany on 1 December and are heading to Sydney to take part in this year’s Sydney to Hobart race.

SAFETY - ALL FIRED UP By Ken Case

What the regulations don’t tell you about fire extinguishers Special RSAYS Prices ABE Dry Powder Extinguishers (Includes brackets and comes tagged) Weght

GST Rating

Price Each

1.0 kg

1A:20B:E

$19.50 + GST

1.5 kg

2A:20B:E

$45.00 + GST

2.5 kg

3A:40B:E

$55.00 + GST

Fire Safe Services 91 Port Rd, Queenstown, SA, 82411715

SA Government Boat and Safety Requirements.

EN Case interviews Ian Wilson from Fire Safe Services about the recent checks carried out on some members’ fire extinguishers. Ian, you’ve rejected a lot of fire extinguishers here. What’s the main problem? Most are out of date. Regulations require extinguishers to be pressure tested five yearly or three yearly in aggressive environments, but in most cases it’s cheaper to supply new ones. They might still work but you’ll only know when you’re out at sea and there’s a fire. Too late to wish you had updated your fire extinguisher.

Minimum Size for Fire Extinguishers Fuel Capacity No more than 115 litres

0.9 kg

115 to 350 litres

2.0 kg

350 to 695 litres

4.5 kg

More than 695 litres

9.0 kg

Having multiple small extinguishers does not satisfy the size requirement - ie if you are required to carry a 2.0kg extinguisher, you must carry 1 x 2.0kg fire extinguisher, not 2 x 1.0kg fire extinguishers. However, if you are carrying the required size fire extinguisher, you may also carry additional smaller fire extinguishers.

So why is the size important? Let me illustrate it. A 1kg extinguisher lasts about 8 seconds. A 1.5kg extinguisher about 12 seconds. I’ve heard of people testing their extinguisher by triggering them momentarily then returning them to the rack, ready to go. If you do that there won’t be much left when you actually need it. As well, by discharging a little, the propellant in the extinguisher will leak out in a short period of time, rendering your extinguisher useless. Another point is when you come to fight a fire; if you trigger the extinguisher but miss the main area of the fire, you’ll have very little left for where it’s really needed.

What about other problems that you see here? Fire extinguishers with a plastic trigger and valve. Plastic is too fragile for this environment.

Bent trigger

Plastic trigger and valve system

Extinguisher Size

This one has a bent trigger. It might’ve been dropped. If you attempt to fight a fire with it there won’t be enough room for the trigger to fully open the extinguisher. This one’s too small. Regulations require minimum size extinguishers based on the amount of flammable liquid on board i.e. fuel, with the smallest being 0.9kg. It also states that you can’t meet these requirements by doubling up on smaller extinguishers.

So, Ian, what other issues might we consider when buying a fire extinguisher? I know space is a premium on a boat, but consider this scenario - you have a fire in the engine bay. With a standard 1kg you have to open the engine bay and direct the extinguisher at the flame. With a simple nozzle you’ve no guarantee that the dry chemical, known as ABE powder, will be directed at the fire source. It simply sprays in all directions leaving only some of your 8 seconds of powder getting to where it’s most needed.

Ken’s partner Carol Laverick using an extinguisher with a hose The best solution is an extinguisher with a hose giving you better control and direction of the powder, enabling you to aim the spray directly at the base of the fire. Unfortunately the hose only comes with 1.5kg extinguishers up - a bit larger and they cost a little more.

Do you have any suggestions about how we store our fire extinguishers? They must be kept readily accessible and in a dry place. The main flashpoints are the engine room, the galley and the switch board. An error some people make is that they look at this and then store one next to the stove for example, but if there’s a fire on the stove you don’t want to have to stretch past the flames to get your extinguisher. Think about where you might be when you see the flame. It should be in reach but away from the stove. You might be further forward in the saloon and see smoke coming from the switch board. You don’t want to fight your way past the danger to get to a fire extinguisher. So one kept up forward is handy. With an engine room fire you would most likely be on deck or in the cockpit so have the biggest extinguisher in the cockpit.

cockpit, adequately signed so that everyone knows where it is. In other words, take precautions that suit the purpose.

What you’re telling me is I should have more than one extinguisher but I only race and weight is a significant factor. So, think about your activity. If you only race then your greatest likelihood of a fire will be when you’re on deck. So the best precaution would be one larger extinguisher in the

Remember if you’re out on the water, you only have one chance to put out a fire and you need to get it knocked out immediately, especially if you have small children or elderly on board

You mentioned signs. Yes. Whether in the cockpit or below, you might store an extinguisher in a cupboard or a locker. If so then you must use clear signage showing its location. You might know where they are, but you might be incapacitated or simply not closest to the fire. Okay, I’ve got my extinguishers and they’re located in the appropriate spots, so is that it? Not quite. With typical vessel movement the powder in fire extinguishers becomes compressed. Every so often give them a shake and a tap to loosen up the powder. A fire blanket is a must for all galleys. Finally if you plan to sleep on board, it’s wise to have a quality smoke detector.

Excerpt from Yachting Monthly – March 2015 Reprinted with permission Author: Martin Geeson

E wanted to start fires in the galley and engine room and extinguish them using the boat’s existing equipment, all of which was out-of-date and needed servicing. To gain an insight into the dangers involved, we decided not to use special fire-retardant clothing, gloves or eye protection. Like every other yachtsman in this situation, I was wearing nothing more protective than oilskins, which are flammable. Having completed a merchant seaman’s firefighting course in the 1980s, I was well aware of the dangers – not just flames and the rate of spread, but the effects of toxic smoke on visibility and respiration. Our consultants on the test were professional firefighters from the International Fire Training Centre at Warsash Maritime Academy, in full firefighting gear, with breathing apparatus. An emergency fire hose was rigged down the pontoon with an engine-driven pump siphoning seawater. The Crash Test Boat had one fire blanket and four fire extinguishers: a 1kg foam extinguisher dated 2005 and kept in the galley, and three 2kg powder extinguishers, all dated 2006, one in each of the cabins. We decided to use those for the galley fires. None was suitable for the engine room fire

because none had a hose that could be pushed through the firefighting hole in the companionway steps. In fact, the yacht, built in 1982, had no hole pre-drilled through the steps, so we drilled one. Ocean Safety supplied us with some recently out-of-date 2kg powder extinguishers, one of which had a hose attached, and a brand-new 4kg powder extinguisher, also with a hose. Want to read a bit more and see the crash test team dealing with a galley fire, pan fire, toast fire, engine bay fire?

What we learned We started this test hoping to learn how to fight fires, how to prevent them getting hold or out of control – or starting at all. It would be easy for you to read the lessons we learned and file it under ‘I’ll get around to it’, but be under no illusion: without the backup firefighting team, we would have lost the Crash Test Boat. Indeed, Martin warned us that if the fire did get out of control, the best option would be to sink the boat rather than risk the fire spreading to the pontoon.

Read more at http://www.yachtingmonthly.com/sailing-skills/crash-test-boat-fire-29724#MWbtBOQZ2l8khK3P.99

THE PORT RIVER LIGHTS By Trevor Manoel

Navigating at night in the Outer Harbor

End of Northern Breakwater

T a recent cruising committee meeting we briefly discussed an incident in which one of our yachts, returning from the Black Point cruise, became disorientated on entry to the Outer Harbor around midnight. In my time boating (around 50 years), a number of small craft have come to grief by coming in on the wrong side of the southern breakwater. The navigation beacons and lighting are primarily designed with shipping in mind and the fairway looks much clearer from the elevated bridge of a ship. We all have had nervous moments entering the Harbor at night and never are two entries the same. Different sea states, wind strength and direction, tide height and flow, angle of approach, moonlight or not, all combine to make each entry somewhat different. In the recent case it was a calm dark night with mirror reflections off the water virtually doubling the amount of background light.

a hundred metres or so will line you up with the set of blue leads located a few metres south of the signal station. Bear in mind you are now in the shipping channel and a sharp lookout should be kept for shipping, especially behind you.

Light Foundation I think night entry for small boats was easier when the northern end of the peninsula was little developed. In recent years background lights have become much brighter, particularly the container terminal and the Sub Corp industrial hub as well as street lighting. I find, when approaching the Harbor from the south or south west, the pile beacon lying 35m west south west off the end of the southern breakwater, is the best guide. By night, this beacon exhibits a quick flashing white light with 360 degree visibility at 5m elevation and also at 7m elevation a blue fixed light between 70.6 degrees and 84 degrees.

On approach from the west or north west the beacon exhibiting quick flashing red, on the southern end of the northern breakwater, is the best guide though this beacon is often difficult to see because number 12 red beacon (Fl 2.05), behind it most times, can appear heightened and brighter. When approaching from this direction, one must cross the shipping channel to line up the signal station leads, so again, caution, and look out for shipping. It should be remembered that from the entrance beacon (quick Fl white, 360 degrees, range 10nm) one can follow the blue leads in 15 metres of water all the way to the RSAYS, simply changing to the new course when the next set of leads line up. The Old Salts will say this is “Old Hat”, but perhaps it will help some of the not-soexperienced. Good Sailing!

From westward of this beacon, heading north

Rusted Pole My first recollections of entering the Harbor, in the early 1970s, include noting ten steel poles about 180 metres apart on the southern breakwater along its entire length, exhibiting fixed white downward facing lights, virtually flood lighting small sections of the breakwater. The concrete pads and the rusted off poles are still visible today. There is a date etched into the concrete – 5/4/55.

Southern Breakwater Lead

Y name is Joann Galios and I have been the Squadron’s part-time Finance and Administration Manager for the past eight years. I have about 20 years’ experience in the Accounting, Finance and Investment Banking and IT industries, and have worked mostly for some of the major international corporations.

STAFF PROFILE - JOANN GALLIOS

The Squadron has changed and grown in many ways since my first day here in 2007 and of course so have I – what remarkable achievements have been accomplished in that time. Having spent my years with several General Managers, Commodores and Committees, and along the way making history for the Squadron, it’s a journey I am very fond of. I strive to make it my duty to know all facets of the Squadron’s operations and to be very resourceful, which I am confident has helped the members and the wonderful team I work with in more ways than one. I am proud of this club and am very excited to share these fantastic new facilities with all club members, their families and friends, and all of SA. My family would see me as an extremely dedicated employee of the Squadron during working hours, and out of working hours I am always ensuring that things can tick along smoothly at the Squadron. My colleagues know I like efficient controls and things in order! My position at the Squadron has changed in many ways and requires me to be versatile enough to assist with the positions of General Manager, Marina Sales and Management, Maintenance (yes, with knowledge from my father I am quite handy) through to Hospitality. The Racing department however is my weakness – I haven’t got a great depth of knowledge here but it’s a work in progress and I am learning. Overall I manage all facets of the club’s financials for all entities and departments, including financial processing and structure, management account reporting and analysis, banking relations, asset and investment management, budgeting, liquid cash flow and forecasting, and audit management, to name just a few! I also have a hand in the club’s Information Technology, always ensuring the club’s IT systems are operating efficiently and have enough capacity for the club’s requirements. One of my fortes is always striving for straight-through processing procedures, with minimal intervention where possible as this provides benefits to all.

A bit about me personally: I was born in Adelaide and have a very multi-cultural background – dad is Italian, mum is Egyptian and a lot of my ancestors are from other parts of Europe. I have an older sister Leeann and a younger brother Andrew so I am a middle child with a middle-child syndrome. I have lots of nieces, nephews, aunties, uncles and cousins.

I will end with my life’s motto: live life to the fullest, laugh as much as you can, embrace love, and most of all be happy!

I am blessed to be married to my long-time partner Dimitrios. We first met at a park across the road from my parents’ house when we were both five years old and even went to high school together. And YES we definitely had a “My Big Fat Greek Wedding” that involved lots of eating, drinking, dancing and more eating. We have two beautiful children – Lucas is nearly ten years old and Lana is six years old, and they are our little prince and princess (our mini me’s). I love walking on the beach and catching the sun’s rays, going to our family holiday house in Wallaroo as much as possible, reading, and spending time with my family – just having fun and enjoying life. Sometime in the future I would love to go to the Greek Islands with my family and experience the magic of it all.

Joann and family

Together with the Squadron’s General Manager, Andrew McDowell, I also implement the club’s governance and legal compliance with regulators such as the ATO, Auditors, consulting Lawyers, consulting Accountants, ASIC, OCBA, Liquor Licensing, EPA, and Safe Work SA, in order to ensure the club is operating in accordance with law and regulation requirements.

MECHANICAL MATTERS By Trevor Barker

Fixing the Head

The other major issue is calcification in your discharge pipes. This is a micro-organism that builds up over time and calcifies. It can actually fully block your piping. A problem that is not as bad in SA but in the tropics it grows quickly. When this happened to us, I had my piping removed. It was as if the pipe had been filled with cement. I have heard many ways of getting this under control using vinegar and other acids to break it down, but these can cause problems to the mechanisms of the toilet itself. You need to check with the manufacturers if acid can be used. I had installed the latest electric toilets in the new Mary Claire, and felt confident as we sailed around Queensland that there wouldn’t be an issue especially if we constantly flushed. I was wrong - it was cement in under nine months. My cure … Baby Oil. It is non-toxic and microbes do not like it. It also helps to lubricate your system, does not leave an odour or damage your system.

You do not want the level to go past that. I use a wire or a piece of freshwater piping, which is flexible enough to get in the tank, but strong enough to force through the blockage. After three hours and a lot of swearing it would not unblock. My wife googled and came up with, I must say, an ingenious idea. Tape the end of the pipe to the dinghy pump. Put the pipe down into the blockage (sludge or whatever), work the pump and start blowing! It worked immediately.

VERY yacht Trevor Barker has ever owned has had some form of toilet blockage, be it a pump-out or electric model head. There’s nothing worse than effluent in your bilge and having to clean it up. Most of you would be aware of the need to reduce the amount of toilet paper used. Some pour That smell? It comes with the territory, olive oil or vinegar in before flushing. particularly if it is saltwater flush. I attend my yacht every week, and when I leave I always Here he expands: When I purchased my latest yacht, I was place just a small amount of disinfectant and determined this would not happen again. It baby oil in the head, and I do not have a smell didn’t quite work as intended, but I did put in issue. I used to use the more expensive toilet place some preventative measures to ensure breakdown chemicals, but have found the minimal disruption and increase the ease in inexpensive disinfectant works just as well. which to solve the problems when/if they did occur. All modern yachts have holding tanks, and all yachts require some form of holding tank. The first thing I thought of was a way to flush the tank regularly with fresh water. If you have a saltwater flush, natural salt and sludge will build around your outlet. Unfortunately most holding tanks in non-commercial boats rely on gravity to empty, which is a problem in itself. Placing macerator pumps on holding tanks outlets is possible, but you need a big wallet and lots of room.

The other important service is cleaning your intake filter. The amount of weed that gets picked up is amazing, so regular cleaning is essential. Recently we sailed to KI for a relaxing week. The holding tank blocked the second day. Fortunately we have monitors on the holding tanks and I could see it rising. (See the picture of the inspection hole for the holding tanks.)

Back to the freshwater flush. I had a normal garden connection with seacock, installed on top of the holding tank. (See picture.) No fuss, no mess, just connect, fill up and let go. This should be done at least quarterly depending on how many times you use the toilets of course.

There are environmental rules and regulations in all states regarding discharge of effluent. In Tasmania they are placing restrictions on boats in Wine Glass Bay, Port Davey and other regular stops. The emptying of holding tanks in marine parks and other places will not be allowed unless you have an ‘A’ class sewerage treatment system on board. NB: Yachts can often be inspected. I had an Electroscan installed (see photo), as restrictions are in many places on the east coast. It is a great piece of equipment properly maintained. It uses electricity with saltwater to create chlorine to destroy the bacteria and the unit also has something like a blender. Worth a look.

That’s my take on boat toilets, but if anyone else has any insights to add, I’m sure we would all love to hear them.

What is This Old Thing in the New Reception? By Steve Kennedy

The RSAYS Self-Powered Anemometer!

OW does this work and how old is it? Sometimes we take things for granted without giving them a second thought. These were used many years ago by the Harbours Board. This allowed them to know when it was unsafe to lift a load with their Cranes when the wind was too strong in case they may fall over! There used to be one fitted to the top of Number 1 Crane, which is now gone, and 2 others are still being used at Outer Harbor. There are several more still being used at other SA Regional Ports.

If you look closely next time you cross the Birkenhead Bridge you will see that there is still one mounted up there. These units are self-powered, and generate a low level AC Voltage as the vane spins, and this is converted to a DC Voltage inside the gauge. This operates the needle to display a very accurate Wind Speed. It was made by Casella, in London. I have not been able to determine its age, but we believe it may have been made in the 1950’s. If any of our more Senior Members can shed any light on the origin of this unit we would be very interested to hear from you.

Anyway, when our old roof was removed for the recent renovations our Anemometer was removed also. After our new facilities were completed and it was re-installed Murphy’s Law struck, as usual. It failed to work properly. We were fortunate that Murray Fitzgerald had a Cherry Picker at the Slipway Yard to replace his Mast Head Light, and he kindly used it to remove the Anemometer. John Hanson, our resident “Old Instrument Wizard”, used some of his magic to make it like new again! It was then hand-balled to John Moffat to replace it and rewire it. Next problem, no Cherry Picker left on site. When Andrew McDowell suggested to John that I may be able to “borrow” a Cherry Picker for this task I approached an old friend, Terry Thompson, State Manager for Access Hire, and he kindly offered to send one down for us to use during our Working Bee, and to remount the Anemometer. The Cherry Picker was delivered on time and was operated by Sam Rochester, my Brother-in Law, as a favour to the Squadron, to prune all the Palm Trees. Next problem, somebody who shall remain nameless, had misjudged the height of the mounting bracket, and we could not reach it! I very humbly approached Terry again and explained my dilemma, and he very, very kindly, sent a larger Cherry Picker, again for free. Sam came back again and operated the larger Cherry Picker. You can see the back of John Moffat concentrating as he wires it back onto the mast. What a view to have to put up with while you are working. Success at last! Sam took many pictures from the Basket of the Cherry Picker while John was working and I have all of them for anyone who would like copies, including an interesting 360 Degree Video Clip.

John Moffatt on high wiring the annemometer

WHY I HATE SAILING Poem by Marion Holden

ARION Holden’s poem ‘Why I Hate Sailing!’ won first prize at the Vila Week regatta in 1999 after the rally from Fiji. She was presented with two beautiful fine crystal champagne flutes which, her husband Roger says, “Every sailor knows they’re just the thing every ocean going cruising yacht should carry!” They have, in fact, survived all the Holden’s subsequent cruises, including a circumnavigation. “Keeping them in their box and never using them has paid off!” The Holdens will celebrate 48 years of wedded bliss soon.

Why I hate sailing! It isn’t an act, I’ve many good reasons, but I’ll need to use tact.

The sunrise is really a sight to behold, And that’s when my lover decides to get bold.

My dearest beloved of 32 years Becomes Captain Bligh and brings me to tears.

The spinnaker’s up and we’re moving quite fast, He’ll make sure that no other yacht will ever get past.

He says he called starboard, I’ll swear he said port, And that’s when his temper begins to get short.

He’s quite in the groove and decides to get frisky, Just as we crash-gybe.... which tells him it’s risky.

My beer won’t stay upright but spills on the floor, No matter he’s got some he still calls for more.

But now that he’s got me down flat on the floor, And waiting quite tenderly, panting for more...

I mop up the floorboards, I’m sliding about, “Where’s my beer got to?” I soon hear him shout.

… he’s out in the cockpit and pulling a sheet, Frustrated I’m left to get back on my feet.

The toilet won’t flush ‘cos we’re on the wrong tack, I lie down and soon get a crick in my back.

Life gets so peaceful, I’m reading in bed, He’s hungry and tells me he wants to be fed!

I’m doing my best ‘cos it’s just him and me, I’m diving in lockers for something for tea.

A beautiful night and a clear Milky Way, Make it sometimes seem worthwhile, I really must say.

The sked’s coming up and I’m trying to cook, And guess when the wahoo gets caught on he hook?

Our non-yachting friends are convinced we’re insane, As we go out once more in the wind and the rain.

At night in my cabin asleep in my bunk I dream of what happens to us if we’re sunk.

And yes, though I hate it, I sail off again, I’m mad, don’t you see, I’m quite soft in the brain...

I wake up in fright when I feel a soft touch, An the voice with a torch says it’s time for my watch!

… of course, I hate sailing of that there’s no doubt, This madness called sailing, I can’t live without!

THE QUEEN’S STEPS

PPARENTLY on the day Queen Elizabeth II was due to arrive in South Australia for her 1986 Royal Visit, the weather turned inclement just as she was about to disembark from The Royal Yacht Britannia at Glenelg. The decision was made for Her Majesty to be brought to the Squadron on board Aquilla for a smoother landing.

‘THESE STEPS WERE NOT USED BY HER MAJESTY THE QUEEN QUEEN ELIZABETH II WHEN SHE VISTITED THE RSAYS ON MARCH 9TH 1986’

A photo of her Royal Highness’s arrival is hanging on the wall in the Dinghy Shed. To mark the honour, Aquilla placed a sign on her red-carpeted boarding steps, commemorating occasion. To avoid any possible confusion as to which boat brought the Queen to our shores, (and as Alan O’Donnell and Lynda Walsh admit they’ve done as a bit of a joke), they have placed a sign on the very similar boarding steps to their boat Aqualass.

Lynda Walsh with said steps

Much to the mirth of their visitors, whether they be royalist or republican, it reads:

The sign on the steps

OU see him here. You see him there. You see him everywhere! Darcy, that regal ginger tabby cat manages to pop up in unexpected places all over the Squadron. Whether he’s lazing on the deck under an umbrella, wandering around the hardstand area, terrorising a salutary seagull, or just hanging around waiting for a pat, Darcy is part of the Squadron life.

DARCY THE SQUADRON CAT By Andrew McDowell and Annette Turk

This popular puss first arrived at the RSAYS a number of years ago, his original owner Keith Flint who picked him up at a cat show, Darcy replaced his beloved “Bluey” who sadly drowned in the marina and Darcy was soon a regular crew member on board Aquilla having the run of the boat. I think he was the Captain and Keith relegated to second mate but Keith didn’t mind one bit. Darcy was Keith’s best mate and kept him company in his twilight years, his every wish was Keith’s command. Nothing was too good for Darcy. There were at least a dozen different cat foods on board to tempt Darcy’s fussy palate.

When Keith became too ill to live on his boat he was moved to a nursing home which nearly broke Keith’s heart because Darcy couldn’t be with him. Keith was a trooper to the end not letting on how sick he was and always had a story to tell from his many years of sailing and being a member of RSAYS. A few years ago when Keith sadly died, Darcy adopted Julian Murray, our trusty Slip Master as his new slave and continued to dominate the Squadron domain.

Often Darcy could be seen sunning himself on deck or curled up in the cockpit of Aquilla. On the colder days he would be snuggled up on Keith’s lap keeping warm whilst having his ears rubbed. Whenever Keith came ashore Darcy would be following close behind. They were inseparable!

Darcy still rules the roost and chooses who he allows to pat him or he just turns his nose up and struts away. He has even been known to take a swipe at any unwanted admirers which proves no-one owns a cat, the cat owns you or in Darcy’s case he owns the Squadron and all who cross his path. Darcy is now a celebrity in his own right, proving his importance by having his very own facebook page boasting over 260 friends and

Fridays SCHNITZEL $12 LUNCH NIGHT s y a d Menu i Fr

$12

In Jimmy’s Bar

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growing. Darcy’s role is listed as “Top Cat” but let’s face it, he is much more than that. His page is often filled with members who have snapped him in and around their boat or joining in in a bite to eat and a few drinks on the Quarterdeck and tagged the photo with “Darcy Tabby”, his online persona. If you’re not already his friend on Facebook, send him a friend request and hope his highness judges you as a worthy ‘add’. Darcy keeps his friends up to date on all the events at the Squadron and enjoys interacting with members on a regular basis. Don’t be shy, if you see him lounging on the deck or slinking around Jimmy’s Bar, he loves a good scratch….

DrinkFrSpecials om

pm 4:30-6:30

 (08) 8341 8600  rsays.com.au 161 Oliver Rogers Road, OUTER HARBOR SA 5018

MEMBER PROFILE: LEIGH CAUSBY A sailing man and his flying machine Freshwater Classic, which I believe we did 20 years in a row, or maybe more. Between Peter and me we built two boats, Titanic, which was housed at the RSAYS for some time, and a little Gem 18 ft called Stratagem. I eventually bought both shares in Stratagem and I then owned it outright. I sailed this boat at the Goolwa Regatta Yacht Club, where I was a member for four to five years, and I then moved from the Goolwa Yacht Club to the RSAYS.

S a boy I was allured by the sea, and the thought of being in a boat driven only by the wind was a complete fascination to me. In my young childhood I joined the Sea Scouts, the 1st Glengowrie Sea Scouts. There I learnt a lot of skills, such as tying reef knots and learning how to light a fire with three matches and no paper. I recall going to Sea Haven for the weekend. Sea Haven is a neighbour of the RSAYS. Early one Sunday morning, I snuck out of my pipe cot and jumped the fence of the RSAYS, and crept past the clubrooms and a row of dragons. Then I found the ships! The boats were real dragons, with their sexy fine entry and firm sterns. I gazed in awe at these beautiful sailing boats. I never thought at the age of 10 or 11 that I would be a 20 year member of this club 30 years down the track. But even at that young age the passion for sailing was in me. Later that day we jumped aboard an 18 ft clinker hulled rowing boat, with the gaff rig sails luffing up and cracking in the breeze, and with a pull on the sheet, and a push of the helm, away she went, sails set. As we sailed across the river, I remember being up on the bow, listening to the water dancing around below me, and wondering how amazing this was, for the wind to be pushing this boat across the river. In my early teens, the sailing scene slipped away, until about 1980, when I met up with a friend of mine, Peter Scragg. He was always looking for crew, and I wanted to sail, so he dragged me out on his boat. He had various boats, trailer sailors mainly, Farrs, Youngs, and a little Gem, which we both built together. Together we sailed the seas, and won many trailer sailor races. These included the Mr. Juicy Trailer Sailor Series, the Jacks Race, and Tripolis, which was run from Whyalla to Pt. Pirie, and on to Pt. Augusta. We must not forget the Milang to Goolwa

I entered my little Gem in the Port Line Cup one year, only to have my nomination rejected, due to the length of my boat. The cut-off point was 20 ft, and my Gem was 18 ft, so I had a big dummy spit and decided to build a bigger boat.

Breathless under sail In 1995 I started racing the boat successfully and won all sorts of races. It was then that I met up with Commodore John Butterfield. John and I became very good mates, and my crew from Breathless would regularly jump aboard his boat Jazam’, and crew in the offshore races. Between us we worked out that we have sailed thousands of miles together, or about the equivalent of 6 to 8 times around the world. We’ve done a lot of hard yards.

Stratagem I saw a design in a sailing magazine by David Lyons, a 25 ft Sports Boat. I thought, “that looks pretty cool”, so I built it. Yeh! Two and a half years later I had a Lyons Sports Boat which I named Breathless. I raced this boat at the RSAYS and it was pretty hot for the time.

John and I often pondered over getting a fishing boat, and I was thinking of a 20 ft runabout, but John had much bigger ideas. He rang me one day and said go to this web site…OK…then a few minutes later I was staring at this 58ft power boat. ”Beautiful”, I said. “What’s that John”? “That’s OUR new fishing boat”, John replied. I came back shaking and asked “What’s this OUR Boat, man?” A month later John, David Rawnsley, and I, were steaming Allur’ back to the RSAYS, but that’s also another story.

Breathless under construction

In the mid 1990’s I met up with Peter Kowald. a business colleague. Peter was a client of mine and a pilot/owner of Vans RV6 sports aircraft, which is a very nimble, fast, aerobatic aeroplane, which he still has. He asked me if I would like to go flying with him. “Of course”, I said. I was game for anything back then, come to think of it, I still am! So I went down to Parafield Airport, and took off to the training area, which is just north of the Squadron, and up to about Two Wells. About five minutes into the flight all hell broke loose, and we had maps and stuff flying all around the cockpit. I said to Pete, “Is this normal”? He said “Nup, the canopy latch has given up, you fly the plane!” “Ok, where shall I go?” I asked. “Just head out to sea”, he said. “Ok…” I grabbed the stick, and my memories of flying of radio controlled aircraft came flashing back. “How do you know how to fly?” Pete asked while I was executing a level turn to the right. “Model aircraft”, I replied. Pete was then confident to enough to let me fly, while he fixed the latch. We got back safely, and all was good From then on I was hooked, and Pete and I have become very good friends since. We have now flown nearly 300 hours together.

IXH on the ground to move a washer from one side of a rod end to the other, to stop it rubbing on the rear spar. I have now clocked up 33 hours, and to this point, without any complications. A good point to notice is that we’ve done the same amount of take offs as landings. This is very important when flying! This story is dedicated to my darling fiancé Antoinette Hunter, my best mates John Butterfield, Debbie Brooke, Peter Kowald, Julie Palmer, David Rawnsley, Mary, Sean and Fi and Lyndon and Kelly Trethewy.

I was bitten by the flying bug big time, so in 2009 I decided to build a plane. I spoke to Pete and researched the net and came up with the decision to build a Vans RV9A. This plane is a fully aluminium built aircraft, and has a tricycle undercarriage, which is easier to land. It is VH registered under IXH, India, X-ray, Hotel. This is my call sign. Why IXH? I hear you say, well, IX is 9 in Roman numerals, and Hotel, I’m always flying around in a pub somewhere! The plane is powered by a Lycoming IO-320, 150 HP engine, and cruises at 140-150 knots. It took me 5 years to build, under the expert guidance of Lyndon Trethewy, from the Custom Aircraft Centre, at Goolwa Airport.

L to R: David Rawnsley, John Butterfield, Leigh Causby

IXH in the air

IXH has been fully checked over by a CASA Rep, and the only thing he found to fix was

the the Silver Silver Gooose se Go Handmade Unique Jewellery Design

Sue Buckley 0417 081 327 thesilvergoosejewellery@gmail.com www.thesilvergoosejewellery.com.au

Antoinette Hunter and Leigh Causby

Fishing with John Butterfield

NATURE By Chris Daniels, Professor of Biology, UniSA

Rare Squadron residents

E rarely see water rats at the Squadron but as they love to party on boats sugar scoops. We often see the remains of their feasts, crab and mussel shells. The Herons appear sometimes on the Eastern bank during the day in pairs. The birds used to roost in a large ragged cyprus tree that stood near the sail-drying area and since the tree was removed there are fewer around. Here Professor Chris Daniels tells us more about these interesting un-official Squadron members.

The Bushy Tailed Water Rat Photo: Rod Wells

HE one native rat that does survive in cities is a specialist, the water rat (Hydromys chrysogaster). Because it behaves more like otters than other rats, it is often referred to as the Australian otter. It possesses webbed feet and waterrepellent fur. The water rat is relatively large, weighing over 600g and reaching a length of up to 60cm from nose to tail tip. The thick, soft fur is usually dark brown above and golden-orange below. The water rat is common in rivers, streams and estuaries throughout the easten states. In fact, this rat is highly adaptable and has been found in all types of permanent water bodies from saltwater mangroves to fresh water swamps. It also inhabits urban waterways. Its range is more restricted inland where populations associated with temporary water can be highly unstable. It is subject to heat stress and captive animals are unable to survive high temperatures without large amounts of water. Although primarily nocturnal, it may be seen during the day, but it is most active at dusk and dawn and so is known as ‘crepuscular’. Unlike most rodents, the water rat is a predator. Its diet includes aquatic insects, fish, birds and crustaceans. It forages close to the shoreline in water depths of up to 2m and both wades and dives to get its prey. Prey is often taken to a favourite spot to be consumed, and here the remains of its food can be found. Breeding can occur throughout the year with peaks in spring and summer. Gestation is 35 days. As many as 5 litters, usually with 3 to 4 young, can be born a year. The water rat is able to persist in urban environments and is one of the few native species to have benefitted, in some respects, from human activity.

The Nankeen (or Rufous) Night Heron Photo: Iain Duncan (http://iainduncan.zenfolio.com)

HE Nankeen night heron (Nycticorax caledonicus) is found throughout Australia, wherever there is permanent water. They frequent well-vegetated wetlands and are a common urban visitor. The male and female rufus night-heron are similar in appearance, but the female is slightly smaller. Juveniles are quite different in appearance from the adults, being heavily spotted and streaked all over with buff, brown and white feathers. As its common name suggests, the nightheron is largely nocturnal, feeding at night and roosting by day in dense vegetation, often in large groups. However, during the breeding season it may also feed during daylight hours to enable it to collect enough food for its chicks. They are an opportunistic feeder, and their varied diet includes fish, amphibians, insects and their larvae, molluscs, and crustaceans such as crayfish, crabs and shrimps. They also feed on the eggs and chicks of other birds, and will even take mice and newly hatched sea turtles, as well as feeding on refuse at rubbish dumps. It feeds typically by standing motionless or walking slowly through the water before striking rapidly at prey with its beak. The breeding season of the rufus nightheron typically depends on rainfall and food availability. In Australia it usually runs from October to March. Although it occasionally nests in solitary pairs, the rufus night-heron more commonly nests in large colonies of up to 3,000 pairs, often with other birds

such as cormorants, ibises and other heron species The nest consists of a loose platform of sticks built in a tree or large bush, usually standing in, or overhanging water. In some locations, such as those without trees, it will nest on the ground with the nest consisting of nothing more than a few sticks to prevent the eggs rolling away. The Rufous Night Heron lays 2 to 5 pale greenish-blue eggs, with 2 to 3 being more common. Both adults help incubate the eggs which hatch after about 21 days. The young start to leave the nest at 2 to 3 weeks old, scrambling among the branches and returning to the nest to be fed. They fly at about 6 to 7 weeks old. This species does not usually start to breed until it develops full adult plumage at around 3 years old.

Some strange marine visitors to the Squadron Pool By Dick Richards

N Saturday 24 October at 1030 hours, members spotted what appeared to be, at first sight, a dolphin struggling to free itself from a large white plastic bag in the fairway between rows J and I close to J16.

On closer inspection it turned out to be a seal battling a large sting ray which was upside down showing its white belly. Both creatures were attacking one another vigorously and a young seal kept surfacing and rolling about on the surface. Presumably its parent was below attacking the ray. The outcome of this strange event was not known but there are over one hundred seals resident on the North breakwater so they may eventually try to take up residence in the river!

IN TRANQUIL WATERS Sport was always a favourite pastime: basketball, tennis, softball, table tennis, golf and swimming, particularly Water Ballet performances. Although she only discovered sailing during her 40s it was her favourite sport, and she was proud of her membership of the Squadron for 34 years. Alan and I met Marlene and Richard in the early 90s when they owned a Lexcen yacht The Saint and we had just bought Amarina. They subsequently bought Crusader and invited us to join them in January 1996 on a passage from Stanley to Hobart where they joined the Circumnavigation Cruise of Tasmania. On that cruise Marlene and I became close friends and I am thankful that, like many others in her life, I came to know the truly generous, loving and caring person that she was.

Marlene Tassicker 1 April 1936 – 29 August 2015 By Fay Duncan

ARLENE was an only child and admitted she was indulged by her parents, although she regretted there were no brothers or sisters. She was very happy that after she married Richard Jay they had two sons and three daughters whom she adored and who cherished her.

Marlene showed her strength after Richard died in 1997, as she carried on their successful family business and continued sailing Crusader. The crew from Pied Piper encouraged her to skipper Crusader in racing, crewing for her in the Winter Series where she won her division in the Combined Series, and in the 2000/2001 Twilight Series where she achieved third place. Bruce Roach recalls she was so competitive they called her “Jugular Jay”. She also sailed Crusader in the Blue Water Classic races to Port Lincoln.

a heavy-weight sharpie, Ecstasy, before in 1948 he moved to the Squadron as crew, first to Doug Verco in Nautilus, and then in Norman Howard’s Nereid. He participated in building Southern Myth, in which in 1954 he did the first of many Sydney-Hobart races.

David and Judith Judell By Peter Last

HOSE who remember David and Judith Judell will be sad to hear that they have died in Queensland, where they lived in the last few years. He was 84, she was 83, and they had been married for more than sixty years. David grew up on the sea front at Glenelg. When he was seventeen he built a plywood Veejay called Julep, which he raced at Somerton Yacht Club. This was followed by

In 1961, David commissioned David Binks to build a Black Soo named Jedda, which followed Dr John Muirhead’s Enchantress (in two senses of the word). In 1963 Jedda was first and fastest in the race to Port Lincoln, breaking the record, a feat repeated the following year. David, Judy and their family undertook much local cruising, and they stepped up to a Duncanson 29, Samantha. Next he bought Satyricon from Alan Cotton, followed by Sarina. In her, he and Judy set out on a leisurely circumnavigation, which was completed across the Pacific to Sydney by their son Graeme, before David returned her to the Squadron pool. In his time, David was active, often vocally so, in the affairs of the Squadron. He had strong views, on anchoring, for example, and he was a fun person to be with. He shared with his fellow Glenelg and school contemporary, Bryan Price, joyous involvement in yachting and the results of being only children of affluent parents. Each was forthright, witty and was often a focus of entertainment.

Marlene knew Phil and Kate Tassicker as Squadron friends, and they corresponded when cancer affected both Marlene and Kate. Following Kate’s death, Phil and Marlene realised they shared a love of sailing and adventure. After they were married they took Crusader to Queensland waters, then cruised twice to Vanuatu and later into New Guinea. They also completed the Circumnavigation Cruise of Tasmania in February 2013. At one stage they commuted between Crusader on the East Coast and Phil’s boat Beachcomber at the Squadron. They also enjoyed commercial cruises to the Mediterranean, the Arctic and Antarctic, and often visited family in Malaysia, India, New Zealand and Tasmania. Marlene frequently emailed her “Musings” to family and friends when she and Phil were cruising so she decided to write her final chapter not long before she died. She felt blessed to have enjoyed two very happy marriages, with a combined family of eight children and seventeen grand-children. She believed she had had a fortunate life, and had tried to live her life by the words of Ron Barassi: “If it is to be, it is up to me”. Marlene left a legacy of love for all who knew her.

David and Judy underwent a major change when they moved to Gordonbrook, a lovely cattle property near Grafton, NSW. Neither had any previous experience, and they threw themselves into involvement at all levels, from slashing bladey grass to entertaining large numbers to celebrate events and anniversaries. They adapted to a new way of life and acquired new friends, until they relinquished farming to settle in Sanctuary Cove and later Helensvale. Judith was a Largs Bay girl. Her father was Len Wigan, a truly notable yachtsman of his time, and a great personality at the Squadron. Her brothers were active yachtsmen, and her sister married Malcolm Kinnaird AC. Judy disliked long passages, and preferred inshore work. Afloat, as on shore, she was a gracious and generous hostess. Judy had a life-long interest in dancing and music, she was widely read, and undertook some creative writing. With the aid of Bryan Price, she produced an interesting account of the various families in her kindred. Finally, she confronted a horrid disease with great courage and resolution, and they continued their close support to each other to the end. We express our sympathy to their children, Erica, Graeme, and Michael and their families.

BERTHS FOR SALE & RENT Berths for Sale - November 2015

Length (metres)

Berth Type

8.2

Price From

Hard Stands Best Deal - HS23 (Tarmac) 9.2 Dry Stand Best Deal - DS01 10 Marina Best Deal - I23 or I24 (Doubles) 11 Marina Best Deal - B15 (Single) 12 Marina Best Deal - C12 (Single) 13 Marina Best Deal - E07 or E08 (Single) 14 Marina Best Deal - I08 (Double) 15 Marina Best Deal - F06 or F10 (Single) 16 Marina Best Deal - J12 (Single) 18 Marina Best Deal - SI14 (Double) 20 Marina Best Deal - H01 (Cat) 22 Marina Best Deal - SI11 (Single Super) 25 Marina Best Deal - SI07 (Single Suoer) 27 Marina Best Deal - I27 (T-Head) 30 Marina Best Deal - SI05 (Single Super) Best Deal - SI03 (Single Super)

Price To

$2,500.00

$7,000.00 $2500.00

$5,000.00 $5,000.00 $44000.00 $80000.00 $44,000.00 All offers considered $40000.00 $66000.00 $40,000.00 $45000.00 $89000.00 $45,000.00 Reduced $55000.00 $100000.00 $55,000.00 $90,000.00 $100,000.00 $90,000.00 Reduced. All offers considered $65,000.00 $145,000.00 $65,000.00 Reduced. All offers considered $120,000.00 $195,000.00 $120,000.00 Reduced. All offers considered $110,000.00 $175,000.00 $110,000.00 All offers considered $130,000.00 $130,000 Neg $160,000.00 $220,000.00 $160,000.00 Reduced. All offers considered $225,000.00 $225,000.00 SOLD! $370,000.00 $370,000.00 $450,000.00 $450,000.00 $450,000.00 SOLD!

For further information please contact Andrew McDowell - General Manager Email general.manager@rsays.com.au or Phone 8341 8600 Price & availability are subject to change without notice All berth rentals are subject to terms & conditions

Berths for Rent - November 2015 Length (metres)

Pen

Berth Type

Berth No

$ Per Week

Single

MARINA

D17

$88.63

Single

MARINA

D12

$96.69

Single

MARINA

C12

$96.69

Single

MARINA

E05

$104.75

Single

MARINA

E07

$104.75

Double

MARINA

I01 & I01A

$112.81

Double

MARINA

A06

$112.81

Single

MARINA

F01

$120.87

Single

MARINA

F10

$120.87

Single

MARINA

G02

$128.92

Single

MARINA

G06

$128.92

Single

MARINA

G07

$128.92

Double

MARINA

SI14

$145.04

Notes

SUITABLE FOR CAT BERTH

For further information please contact Kathy Bernhardt Email marina.services@rsays.com.au or Phone 8341 8600 Price & availability are subject to change without notice All berth rentals are subject to terms & conditions TO BE ELIGIBLE FOR PERMANENT RENTAL OF BERTHS, ALL VESSEL OWNERS MUST BE CURRENT MEMBERS OF RSAYS

EVENTS CALENDAR January 2016 Wed 6 Fri 8

Racing Racing

Sat 9

Racing

Wed 13 Racing Sat 16

Racing

Cruising Racing Wed 20 Racing Sun 17

Fri 22

Racing

Cruising Racing Cruising Sun 24 Racing Cruising Mon 25 Racing Cruising Tue 26 Racing Social Wed 27 Racing Sat 23

Sat 30

Sun 31

Racing

Juniors Training

February 2016 (cont.) Twilight Series 2 Friday Afternoon Sternchasers Club Series; AMS Club Championships Div 1; AMS Club Championships Div 2 State IRC & AMS Div 2; Regatta - Queen of the Gulf; Tri Series; Etchells Series 2 Twilight Series 2 Inshore Series; AMS Club Championships Div 1; AMS Club Championships Div 2; Etchells Series 2 Crabbing Day Women's Series Twilight Series 2 Friday Afternoon Sternchasers; Geelong Festival of Sails Australia Day Weekend Cruise Kaesler Cup; Geelong Festival of Sails Australia Day Weekend Cruise Geelong Festival of Sails Australia Day Weekend Cruise Geelong Festival of Sails Australia Day Weekend Cruise Geelong Festival of Sails Australia Day BBQ Twilight Series 2 Inshore Series; Commodores' Shield; AMS Club Championships Div 1; AMS Club Championships Div 2; Etchells Series 2; Multilhull Series Junior Sail Training 7; Club Championships 5 & 6 Sea Safety Day

February 2016 Wed 3 Fri 5

Racing Racing

Sat 6

Racing

Sun 7 External Wed 10 Racing Sat 13

Racing

Sun 14

Juniors Racing

Mon 15 Squadron Wed 17 Racing Thu 18

Racing

Twilight Series 2 Friday Afternoon Sternchasers Offfshore Series Monohulls (Glenelg Gulf Race); Club Series, Etchells Series 2; Etchells World Qualifiers; State IRC & AMS Div 2 ; Tri Series Flotilla for Kids Twilight Series 2 Inshore Series; Etchells Series 2; Etchells World Qualifiers; State IRC & AMS Div 1 Junior Sail Training 8; Fun Races 7 & 8 Women's Series Squadron Quarterly Autumn Edition Deadline for Articles Twilight Series 2 - Combined with CYCSA; RSAYS host. Adelaide to Pt Lincoln race briefing at RSAYS

Fri 19

Racing

Sat 20 Racing Sun 21 Racing Mon 22 Racing Tue 23

Racing

Offshore Series Monohulls (Adelaide to Pt Lincoln); AMS Club Championships Div 1; State IRC & AMS Div 1; Offshore Series Multihulls (King of the Gulf Regatta) King of the Gulf Regatta King of the Gulf Regatta King of the Gulf Regatta; Pt Lincoln Week Offshore Multihulls (King of the Gulf Regatta); Pt Lincoln Week

Wed 24 Racing

Pt Lincoln Week

Thu 25

Racing

Sun 28

Juniors

Pt Lincoln Week Junior Sail Training 9; Club Championships 7 & 8

March 2016 Wed 2 Fri 4

Racing Racing

Twilight Series 2 - Ladies Helm Friday Afternoon Sternchasers Inshore Series; AMS Club Championships Div 1; AMS Club Championships Div 2; Sat 5 Racing Musto Etchells Series 2; Etchells World Qualifiers Wed 9 Racing Twilight Series 2 Cruising March Long Weekend Cruise Sat 12 Juniors Juniors Camp Social Squadron Fringe Event Cruising March Long Weekend Cruise Sun 13 Juniors Juniors Camp Cruising March Long Weekend Cruise Mon 14 External Adelaide Cup Holiday Juniors Juniors Camp Wed 16 Racing Twilight Series 2 & Presentations Offshore Series Monohulls (Island Cup); Racing Friday Afternoon Sternchasers Fri 18 Social Wine Tasting Offshore Multihulls (Tapley Shoal); Club Sat 19 Racing Series; Musto Etchells Series 2; Etchells World Qualifiers; Tri Series Sun 20 Racing Women's Series Thu 24 Management Quarterly Meeting of Members PFL Hussey Memorial Race (Adelaide to Pt Racing Vincent) Fri 25 Social Easter Regatta Pt Vincent Germein Memorial Race; Racing Correll Memorial Race Sat 26 Social Easter Regatta Pt Vincent Racing Harold Dicker Memorial Race Sun 27 Social Easter Regatta Pt Vincent Racing Return Gulf Race (Pt Vincent to Adelaide) Mon 28 Social Easter Regatta Pt Vincent

CAPTUR

EXPRESSION • 7” touch screen media navigation system • ECO mode for lower fuel consumption • Rear view camera and sensors • Keyless entry / start • 16” alloys

KOLEOS BOSE

CLIO AUTHENTIQUE • Turbo-charged manual engine • ABS, ESC, ASR traction control and EBD • Stop&Start fuel efficient technology • LED daytime running lights • Bluetooth® phone pairing Renault CLIO MEGANE R.S. • Cruise control with speedRenault limiter

Expression Manual

265 Cup Manual

20k

• BOSE® audio system • Dark charcoal leather upholstery • R-Link Sat Nav with 7” touchscreen • Front and rear parking sensors • Hands-free entry and engine start • Blind Spot Warning (BSW)

46k or 0% p.a. *

Renault MEGANE GT-Line Hatch Auto

26k

Includes metallic paint

comparison rate◊

Includes signature paint

0) 9999 9999 urlrenault.com.au COME AND SEE US

FOR A TEST DRIVE TODAY!

MAIN NORTH RENAULT

tallic paint and Clio R.S. Sport, Megane GT-Line Hatch with metallic paint and Megane R.S. 265 Cup with signature paint valid for vehicles ordered between buyers. Renault reserves the right to vary, extend or withdraw this offer. ◊0% p.a. comparison rate available for 2015 Clio R.S., Megane GT 220 Hatch & Wagon, delivered by 31/1/16 to approved personal applicants and 0% annual percentage rate available to approved business applicants of Renault Financial Services roved applicant only. Excludes Government, Rental and National Fleet customers. Terms, conditions and fees apply. WARNING: This comparison rate is true es or other loan amounts might result in a different comparison rate. Comparison rate for the purpose of the National Credit Code is based on a 5 year secured s the right to vary, extend or withdraw this offer. Not available in conjunction with any other offer. †5 years unlimited km warranty applies to all new Renault ^ w vehicle warranty. Roadside Assistance terms and conditions apply. Call our Customer Service Team on 1800 009 008 or view the Terms and Conditions d maintenance services capped at $299 per service on new and demonstrator Renault Passenger and Renault Sport vehicles, based on standard scheduled rvicesLVD173. required every twelve (12) months 15,000km (whichever first) on Clio Expression, GT-Line and Demonstrator every twelve (12)vehicles months receive or †5 years unlimited km or warranty applies to alloccurs new Renault passenger andMegane Renault SportHatch, vehicles. balance of new vehicle warranty. Roadside renault.com.au le is not presentedterms within three (3) months of whenCall the scheduled service is required, right that capped-price under the program is forfeited. Assistance and conditions apply. our Customer Service Team onto1800 009 008 or service view the Terms and Conditions statement at www.renault.com.au/drivingpeaceofmind for

75 Main North Rd, Nailsworth / Ph: 8309 5055

mainnorthrenault.com.au

†

details. ^First 3 scheduled maintenance services capped at $299 per service on new and demonstrator Renault Passenger and Renault Sport vehicles, based on standard scheduled servicing from new and on normal operating conditions. Scheduled maintenance services required every twelve (12) months or 15,000km (whichever occurs first) on Clio Expression, Megane GT-Line Hatch, and every twelve (12) months or 10,000km on Clio R.S. Sport and Megane R.S. 265 Cup (whichever occurs first). If vehicle is not presented within three (3) months of when the scheduled service is required, right to that capped-price service under the program is forfeited. MNR1432