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P.14 NEWS + VIEWS II The race to be the youngest continues Sydney


P.16 CRUISING II A gripping entrance to Cuba; sailing in Grand Traverse Bay P.20 RACECOURSE II U.S.sailors compete for a spot in the Olympics

P.24 HOLIDAY GIFT GUIDE II From bottles of rum to handheld VHFs,use our guide to check the sailors off your list

'ij,jljU.;ul;l1J P.26 NEW BOATS


Dufour 4Se, Hunter 22 & Topaz Taz

P.32 SEAMANSHIP II The benefits of sailing with a double-headsail rig P.36 CRUISING TIPS II How to secure your main halyard, and more P.38 VOICE OF EXPERIENCE II When the skipper's over,the crew's put to the test


A fast family cruiser, a daysailer with six-foot headroom, a cruising cat with two tillersthese are just a few of the winners of 2012'S Best Boats awards


P.64 KNOW HOW II A stepby-step tutorial on polishing your fuel


A pair of Com-Pac 16s sail the Marquesas Keys near Key West, discovering the treasures of the islands a nd the joys of shoal-draft sail ing BY ROBERT BURGESS

P.68 SKETCHBOOK II Covers to keep cool in the cockpit P.70 ASK SAIL II You ask, we answer


Maureen McKinnon-Tucker has an Olympic gold in the 2-4, a Sonar campaign for the 2012 Games, and her sights on a 2016 Skud campaign. Oh yes, and she's paraplegic

In Every Issue:
P.8 SETTING SAIL II Editor's note P.IO FEEDBACK II You haveyour say P.76 SAIL AWAY II Charter news P.I08 WINDSHIFTS
II The sailing life


From Minnesota to Maine, ice boaters spend the winter in search of the smoothest, coldest ice around. To race these speedsters, nothing less will do

ON THE COVER: A BayRaider 20 sails along the coast of Newport, RI PHOTO BY ONNEVAN DERWAL

SAil (iSSN 0036-2700) December 2011, Volume 42, Number 12. Published monthly by Source Interlink Media, llC., 261 Madison Ave., 6th Floor, New York, NY 10016-2303. Copyriqht © 2011 by Source Interlink Magazines, llC. All rights reserved. Periodicals Postage Paid at New York, NY and at additional mailing offices. Single copy price is $5.99. SUBSCRIPTIONS: U.S.and U.S.Possessions $29.95 for 12 issues. Canadian orders add $12.00 per year and International orders add $24.00 per year (for surface mali postage). Payment in advance,U.S.funds only.POSTMASTER:Please send address changes to: SAIL.,PO. Box 420235, Palm Coast, Fl 32142-0235.




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SAI~o- _____
were far from alone out there. Some days were 50 mild and sunny you'd think it was April or May, and we laughed to think of the poor sods who were missing out on them. But often as not, they were more like the sketch here from legendary cartoonist Mike Peyton. As a visitor many years ago, I remember standing on the shores of Narragansett Bay one beautiful 50-degree February morning as a to-knot breeze ruffled its "I'll bet the journalist who wrote that piece about the joys of winter sailing isn'~out hero!"



Executive Editor CHARLES J, DOANE



I tried to ignore the signs as long as I could, but in mid-October, when I started to get e-mails urging me to go frostbiting on a Ji24 on Boston Harbor, I knew the jig was up. Winter was on its way and there was nothing I could do about it. So, muttering and grumbling, I started the drawn-out process of decommissioningthe boat. It grated more than usual this year, because a couple of the projects I'd begun so enthusiastically in March were still not completed by the end of September-most notably the fridge installation and the alcohol-to-propane stove conversion. I reckoned myself lucky that none of my summer cruIsing plans had amounted to anything, because I'd have been living on warm beer and cold beans. At any rate, had I still been living in Old England rather than New England, I wouldn't have even thought about laying up the boat until well into November. There was usually some good sailing to be had right up until Christmas; as long as you had a disregard for physical comfort and a tolerance for miserable weather (both essential attributes if you live in Britain) you could get out most weekends and enjoy uncluttered waters, a bracing breeze and empty anchorages. It's true that most other boats you'd see belonged to sailing schools-you could recognize them by the damp, shivering crews wrestling with hanked-on sails while the instructor offered useful advice from his perch on the sternrail-but we


Technical Editor JAY E. PARIS Electronics Contributing Editor RALPH NARANJO Editors NIGEL CALDER, DON CASEY,



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empty waters, wondering why no one was out enjoying such a perfect day. After my first winter here, I wondered no more. I've stopped preaching the virtues of winter sailing, unless it's some considerable distance south of Massachusetts. And you frost biters, please stop e-mailing me, Unless you start doing it in heated boats, I'm not interested. Seems I've lost both my disregard and my tolerance ...Jl

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Peter Nielsen finds his attitude toward winter sailing has changed over the years


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-+ "Tragedy and Triumph in the Chicago Mac" (October 2011) caught my interest. Iwas the navigator/tactician aboard the Kauffman 45 Gauntlet and we were two miles away from Wingnuts when we sighted flares. We started the engine, dropped the sails and went into search-and-rescue mode. Bob Arzbaecher and his crew on board Sociable did a superb job of managing the operation. There are three things your readers should know: 1) Ibelieve the Wingnuts crew knew that skipper Morley and Ms. Bickelhad lost their lives shortly after the accident; 2) The USCoast Guard helicopter and crash boat did not have a diver aboard to search the inside of Wingnuts for missing crew; 3) NOAA Weather did not report severe wind conditions related to these squalls until 15to 20 minutes after they passed through our disaster area. From my position, I could see the squalls were moving at 35 to 40 knots. All of these circumstances led to a "perfect storm" for the boats involved. The crew of Gauntlet would like to thank all the boats that went to Wingnuts's rescue. It is comforting to know that so many racers are willing to help in an emergency like this.

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operated without a glitch. Now, my advice is to carry redundant power supplies and to carefully evaluate the reliability of your GPS units before you go.


-+ I read Michael Reindorp's "Passage Aborted" (October 2011)and I believe the crux of his mistake was simple: a lack of seamanship. An old skiing slogan reads, "The alpine skier is prepared for changing conditions" and the implications for Reindorp are obvious. A prudent sailor would have ensured sufficient offing from a hazardous coast so that he would have room to sail out safely or wait for a breeze if his engine failed.

shrink-wrap. It leaves plenty of headroom for inside work and on a sunny day, the boat is warm enough to work from late fall to early spring. Today,at 83,Joel still puts up his frame on our zz-foot Watkins. It takes him longer than the three hours mentioned in the article, but he enjoys the working side of sailingjust as much as the sailing side. We wish Mr. Brintnall well in Caribbean retirement.


-+ I read with interest "Turning Sunlight

Into Ice Cubes" (September 2011). I have been trying to find ways to extend cruising time on my Kelt 8.5 with cold water, fresh food, a freezer and an efficient source of power for my 4s-liter fridge, all while balancing cost, space and power. I started with a to-watt flexible solar panel, then a 20and finally two 3D-watt solar panels and a wind generator feeding two go amp/hour batteries. Now the power of the sun runs the fridge all day and keeps the batteries topped off at over 13volts. (Wind helps this process, but I try to not rely on it.) I even added a small fridge/freezer unit. I can now make ice, keep food fresh, and enjoy cruising on the hook for up to 14 days. Life at sea could not be better.

BACK-UP TO THE BACK-UP ANOTHER COVER -t "Plastic Bones" (October 2011) by Bob Brintnall caught my eye. My husband, Joel, has been doing something similar for over 25 years. When he first launched his inventive design, it was suggested he patent it and make a business out of PVC storage kits, to which he answered, "Who would ever bother to do this and pay for it?" Well, obviously, there are sailors like Mr. Brintnall who would bother. Although the two designs are slightly different, Joel's system works well with either tarps or

-+ Several of your recent articles discuss

the use of redundant GPSdevices. A recent six-day sail from Oahu to Molokai and back proved the wisdom of this. On the way out, our handheld GPS wouldn't stay on during the bumpy crossing, while the Ziploc-protected iPhone running iNavx performed superbly. I used an Otter case to mount the iPhone on an instrument panel cover, routing the power cord through the Ziploc to protect it from spray. On the voyage back, the iPhone charger succumbed to the damp air. Fortunately, the handheld


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Teen Beat

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hether or not you approve of the ongoing wave of teens making their way solo around the world, they are clearly a force to be reckoned with. In late September, shortly after her sixteenth birthday, Dutch solo sailor Laura Dekker set out from Darwin, Australia, to cross the Indian Ocean. Meanwhile, 18-year-old Australian circumnavigator Jessica Watson has her sights set on competing in the 628-mile 2011Rolex Sydney-Hobart Race. Dekker, who was originally blocked from setting sail by Dutch authorities because of her age, began her voyage in August 2010 and plans to return to Europe aboard her Jeanneau Gin Fizz ketch Cuppy in 2012.Unlike many of her teen predecessors, she is making multiple stops and transited the Panama Canal, as opposed to rounding Cape Horn. Although she has been faithfully posting her positions and route ever since leaving Europe, she started keeping

both her position and planned landfall secret after departing Australia to thwart would-be pirates. Watson, who circumnavigated nonstop aboard the S&S 34 Ella's Pink Lady in 2008-09, plans to set another age-related record by skippering the youngest crew ever to take part in the notoriously rough Rolex Sydney-Hobart Race. Watson and nine other sailors, all under 21, will be sailing the Sydney 38 Ella Bache Another Challenge when the 64th edition of the event, which includes a passage across the turbulent Bass Strait, kicks of December 26. .ffi.




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Book Review:
A SAILOR'S END An engaging blend of history and biography, Foxy Lady: Truth, Memory and the Death of Western Yachtsmen in Democratic Kampuchea centers on the life of Stuart Glass, a free-spirited, hash-smuggling Canadian cruiser who was gunned down during the Kampuchean (Cambodian) genocide of '975-79. Glass's untimely death occurred while he and two crewmen sought shelter off the coast of Cambodia aboard their double-ender, Foxy Lady. Their timing could not have been worse: Pol Pot and his Khmer Rouge party were on a paranoia-fueled rampage, killing anyone they suspected to be in league with their neighbor, Vietnam. Through persistent research and interviews with family members, friends and former prison guards, Kattenburg has created an account of one sailor's life and shed insight onto what happened to the three yachtsmen. At times, the Cambodian politics, hierarchy and names are challenging to follow, but the in-depth historical nonfiction writing allows Kattenburg to poignantly tell this distressing but riveting tale of cruisers in the wrong place at the wrong time. - MEG HAN DENTE

Foxy Lady
c . YrH)b.,.M{'~I#l(lrht[kdIh(l{ l!a."+tJ<Il'"l)t"'-I)t7<ifi{'X..,nt~I'"

FOXY LADY: TRUTH, MEMORY AND THE DEATH OF WESTERN YACHTSMEN IN DEMOCRATIC KAMPUCHEA By Dave Kattenburg 265 pps: $21.27(Amazon); $9.98 (Kindle); The Key Publishing House, Inc.

yochrs. lie.


Apparent wind - 8.6 knots @ 350 VRK setting - 6' (full down) Speed - 4.1 knots VRK setting - 4' 4" (OP) Speed - 4.6 knots (11% increase) Conclusion: The ability to raise foils (keel and rudder) in light air reduces unnecessary drag increasing OP.
• VRK vertical retracting keel • OP optimum performance **Oata is approximate and derived from a Seaward 26 standard model

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n a small-scale chart, Grand Traverse Bay, on Lake Michigan's western shore, might not look like much. But don't be fooled. If the bay seems petite, it's only because Lake Michigan is so vast. In fact, the bay offers a spectacular combination of wide-open spaces, relatively sheltered waters and quiet anchorages. It's also a great jumping-off point for other destinations in the northern Great Lakes, including the Manitou islands, Lake Charlevoix, Little Traverse Bay and Mackinac Island. Measuring 10 miles across and separated into east and west "arms" by Old Mission Peninsula, the bay stretches nearly 40 miles from north to south. Traverse City, a mid-sized resort community at the head ofthe bay, includes an excellent sail-

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ing infrastructure at Center Point Marina (also home to Bay Breeze Yacht Charters: but the true charm of the region lies in the smaller communities and pine-scented anchorages to the north. A must-visit for anyone new to the area is Suttons Bay, midway up the west arm. The community is a welcoming one with a cozy marina and plenty of space to anchor out, with excellent shelter in all directions but the northeast. Be aware, though: the bottom can be weedy in spots, which may cause your anchor to drag if the wind shifts. Another favorite spot is Power Island and Bowers Harbor, midway up the Old Mission Peninsula.



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11l0lltll 011: Follow SAIL on



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SAIL's senior editor Adam Cort enjoys a cruise through Australia's Whitsunday Islands aboard the Seawind 1250 catamaran


Check out video footage from our test sail on Lake Ontario

Wherever you go, keep your eyes peeled for hawks and herons soaring overhead or deer and raccoon tracks dotting the shore. Ernest Hemingway made this part of the state of Michigan famous in his Nick Adams stories for a good reason: this is the land of the French voyagers of old, and their heroic presence still seems to linger in the crisp air. The water is so clear it can be almost disconcerting to see the bottom in such detail, especially where it shelves at the edge of the area's many anchorages-a fine place for an adventure under sail.Jt


Ready to make the leap from sailor to skipper? Learn how to tackle the challenges of bareboating with SAIL's video howto series, hosted by Associate Editor Meredith Laitos

I~harter ~hannel

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Apparent wind - 15 knots @ 900 VRK setting - 6' (full down) Speed - 5.5 knots VRK setting- 3' 6" (OP) Speed - 6.6 knots (12% increase) Conclusion: Further reducing foil draft with wind abeam further increases speed
• VRK vertiral retrading keel • OP optimum performance

"D<Jta is approximate and derived from <J Seaward 3hlandard model and 1Th1Y from vary boot 10 boat <iepending on optional equipment

4550 SE Hampton Court, Stuart FL 34997 772.287.3200

Visit us at


Under Sail

A cruising cat swings at anchor in Varadero, Cuba; the author's tourist visa (inset)


to Cuba

A Return

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thad been two years since I'd last visited Cuba, and I ~~ J' was eager to make landfall W~=~~Uf 0:_.A)A o-i. _Ei1.flR,llDA \.ISO O(='ICIAL after a passage from Mara'\ " thon, Florida. But first I had authorities can be to contend with Paso Malo, trying at the best of or the "Bad Pass" into times, and I knew Varadero. Paso Malo is an ugly entrance they'd want us to come in immediately, bewhen the northwest swell booms into the fore the sun had a chance to come up. About two miles out, I turned into the narrow confines of its jetty and then bounces from side to side. And booming wind to furl the main. It was then that the out of the northwest is precisely what the limitations of the new prop I recently inwind had been doing ever since my two stalled on my Dufour 34 Gypsy Wind beyoung crew and I had left Marathon. came worryingly clear. I was not able to make any headway, and we were now conAround 0530, when we were still some four miles out, I'd awoken to the Guarda tending with a combination of 5- to 6-foot Frontera, Cuba's coast guard, hailing the swells and a lee shore. "sailboat approaching Varadero" over the In the gray predawn dusk I pulled out NiVHF. I decided not to return their call until gel CaIder's Cuba:A Cruising Guide, still the we were closer. Dealing with Cuban best guide to the country, despite being 10
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years out of print. What Nigel had to say about PasoMalo wasn't comforting: Heavy

seas drive up into the channel, burying the breakwaters in foam (yup, I could see that now) and deflected seas off the walls creates a tumultuous situation in the mouth of the channel ...Entry under these conditions is not advised.
Still, through the binoculars, the rising sun showed that the entrance should be passable-if unpleasant-so I decided to go for it. With wind and waves pushing us along, I found the range markers, lined them up and headed in. Whoosh! The foamy remnants of yet another swell rushed under
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Gypsy Wind, lifting and pushing us past the
point of no return. I watched the breakers crash up against the jetties, and then suddenly we were past the rough stuff, bouncing lightly as we proceeded toward Marina Darsena. Was it too early for a cold cerveza to celebrate? Even at this hour, a full complement of Cuban authorities was on the dock: doctor, veterinarian, agricultural ministry rep, marina manager, Guarda officers-about nine in all. The only thing we were spared were the drug- and explosive-detecting dogs; a shame, for my pup, Aduana, always likes to make new friends. Shortly after clearing customs, some old friends wandered over to say hello: the crew of No Keys, fellow Canadians last seen two years ago in the Exumas, and Debbie Armstrong, a liveaboard at Marina Darsena and the unofficial welcoming committee. If you need something in Varadero, Debbie is the lady to ask. A surprise: there was an American sailboat in the marina, although not that great a surprise given the current American get a new prop on Gypsy Wind. I had another oversized but higher-pitched prop aboard, which would do the trick if it could be cut down to size on a lathe-but where to accomplish that in Cuba? Andrew, another liveaboard with a Cuban wife, said he knew a mechanic who could do the job, and together we raced off on a 250CC motorcycle to the town of Cardenas, about 10 miles away. The mechanic looked at the prop, conferred in Spanish with Andrew, and then smiled at me with a thumb's up. The prop would be ready tomorrow. Would $5 be OK with me? administration. I am aware of a number of American skippers and professional yacht captains interested in cruising Cuba and know of some who have been and returned. Don't get me wrong: I'm not advising anyone to act illegally here,just telling the story.ln this case, the skipper planned to leave for Mexico and then Belize before returning to the States-and because passports aren't stamped in Cuba, u.s. authorities would be none the wiser. Meanwhile, I had to figure out a way to

"iSi,muy bueno!"
The next day, greedily sucking air from a compressor, I went below with wrench and prop puller in hand. A half hour later the old prop was off, the new one on, and I was quaffing ice-cold Cristal beer on the dock in celebration. Up north, I would have sought out a crane, lifted the boat, purchased a new propeller and taken at least a week to do it all. Here, in just over 24 hours, I had a correctly pitched prop on the boat for $5 and a few beers. iHavana, vamanos!.5l

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@ 1700

Apparent wind -10 knots
VRK setting - 7' 3" (full down) Speed - 5.5 knots VRK setting - 2' 3" (OP) Speed - 6.6 knots (12% increase) Conclusion: Further reducing foil draft with wind astern allows you to get to your destination earlier .
• VRK vertical retracting keel • OP optimum performance **D~ta is approximate and derived from a Seaward q6 standard model and may vary from boat to boat depending on optional equipment

4550 SEHampton Court. Stuart FL 34997 772.287.3200 Visit us at www.seawardvachts.corn

Short Tacks:

-+ Nothing


less than a spot on the 2012 Olympic squad is on the line for U.S.sailors taking part in the ISAF Sailing World Championships, set for December 3-18 in Perth, Australia. In the past, u.s. sailors have competed in a series of domestic qualifying regattas, but US Sailing decided last year to use results from the Perth regatta and Skandia Sail for Gold-held in Weymouth, England, this past June-to choose most of its team. The exception is the women's match racing event, which will be decided by a series of races in North America and the UK. Although the cost of participating in regattas an ocean away makes it much harder for rank-and-file Olympic aspirants to try for a spot on the team, US Sailing Olympic Sailing Committee Chairman Dean Brenner says the change is necessary to ensure a strong U.S. presence at the August 2012 Olympic regatta in Weymouth. The United States is one of the last countries to shift to an international regatta format for its selection process. "The Olympic Sailing Program's primary mission is to field a team of athletes most capable of achieving success at the Olympic games, and we believe this new system gives us the greatest chance of achieving that mission in 2012," Brenner says. US Sailing will send a maximum of one boat per event, pending country qualifications-and there is no guarantee the United

States will qualify in all classes. The 2012 Olympics will include 10 classes in all: Finn (heavyweight dinghy); Laser Radial (women's one-person dinghy); Laser (men's one-person dinghy); 470 Men (men's two-person dinghy); 470 Women (women's two-person dinghy); 4ger (men's two-person high-performance dinghy); RS:X (men's windsurfer); RS:X (women's windsurfer); Star (men's keelboat); and Elliott 6m (women's match racing). - AC



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After two years of falling short, the TPS2 Quantum Racing with American skipper Ed Baird at the helm has repeated its 2008 success by finishing first in the 2011 Audi MedCup Circuit. Quantum Racing also took first at the TPS2 2011World Championship regatta in Porto Cervo, Italy. Now in its seventh season, this year's MedCup series featured eight teams sailing five regattas in Portugal, Italy, France and Spain. In May, Quantum Racing sta rted the ci rcu it off by scoring a decisive win in the Cascais Trophy off the coast of Portugal. However, the team was unable to repeat that performance. In fact, no team won more than a single regatta-a testa ment to the competitiveness of this year's fleet, which included no less than six brand-new boats. Not until the second-to-Iast race of the season, in the Conde de God6-Ba rcelona Trophy off

Barcelona, Spain, did the team secure its overall win. Spain's Bribon took second overall in the circuit, while Italy's Audi Assurra Sailing Team took third. For complete results, visit AC

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~ The Dragon's classic lines and long overhangs combine the aesthetic of an earlier era with timelessly satisfying performance, whether the boat is out racing or on a daysail. Norwegian Johan Anker drew the lines for the 29-foot sloop back in 1929 as a variation on the Square Meter boats, or Skerry Cruisers, that were popular in the Baltic at the time. But don't think the Dragon, which was sailed in the Olympics from 1948 to 1972, is outdated. The class remains vibrant, with a number of large, active fleets in Europe and increasing interest in the United States. The growth in the class on this side of the Atlantic is a direct result of the effort of aficionados like class national secretary Mickey Lake. According to Lake,there are about 50 Dragons currently on the association roster, with more boats signing up each year.The class is especially strong on LakesErie and Ontario, and in the Pacific Northwest. In the early 1970s, boatbuilder Borge Borresen developed a class-legal fiberglass Dragon, but a traditional wooden Dragon sailed by a skilled crew can still out-race its fiberglass sisters. Thanks to a class restriction on hiking and the absence of a need for pure muscle, sailors of all sizes and ages can race competitively. Tactics and sailing skill determine the outcome of a Dragon race. Lake says his continued support for the Dragon stems from "looks that are still just as lovely today as they were 100 years ago" combined with "this marvelous feeling that happens when you hit the rail and the boat heels just so." No wonder the class end u res. - SARAH EBERSPACHER

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«($ WorldMags

gifts for the sailor on your list

P.24 NEW GEAR II Must-have

P.26 NEW BOATS /I Dufour 4Se, Hunter

+ Topaz Taz


One school of thought holds that rum is what true sailors drink. Others, especially those wintering in less temperate climes, prefer to sip singlemalt Scotch when there's a chill in the air. For rum aficionados there is, of course, Mount Gay rum from Barbados, now available in a limited edition "Nautical Bottle"with an "M" flag design. For Scotch drinkers, how about some 21-year-old Old Pulteney, the self-described "Genuine Maritime Malt" distilled in Wick, Scotland-the northernmost distillery on the British mainland? It's also recently garnered additional cred as the "official Scotch" of US Sailing.




Even in a world of increasi ngly tough electronics gear, the SeaLife Mini II camera sta nds outfor its du rability Waterproof to a depth of 130 feet, it features a ru bberized armored case so tough it can be run over by a jeep. (The manufacturer has the video to prove it.) There is a wide selection of modes available to optimize your shots both above and below the water's surface. The camera takes g-megapixel images and incl udes a z.q-inch LCD screen for reviewing videos and stills.

...3... From



Here's the latest from the office of "Why didn't I think of that?"-a clever spinnaker halyard clip from a new outfit called SOAK. Constructed from UV-resistant nylon, the clips hold your spin halyard out of the way until you release it with a moderate tug when the time comes for the set. No more usi ng ta pe, shackles or various other jury-rigged gizmos. Brilliant! The clip works with line diameters from 4 to 9 millimeters aboard everything from dinghies to sport boats. And at less tha n $20, it's the perfect stocking stuffer!


For the sailor who already has everything, but could stand to lose some weight (aboard their boat, of course!), this new carbon fiber 8-inch winch handle from Schaefer Marine is as useful as it is slick. Weighing just 8 ounces, the handle features a nicely functioning locking mechanism and a ball-bearing single grip to ensure smooth operation. During its very first SAIL magazine test, it helped power the J/46 Vanish to victory on the second night of the Wednesday-night "Rogue" series on Boston Harbor. To paraphrase Mars Blackmon of Nike fame: "It's gotta be the winch handle!"

~ ~





More Online:
For more great sailor gift ideas, visit



A handheld VHF radio is both convenient and invaluable in an emergency situation. Either way, it rna kes a great gift. The VH F255 from West Marine is waterproof and will float if it's dropped overboard. Three power settings allow you to transmit at 1,2·5 or 5 watts, and its Li-ion battery is rated for 12 hours of use. The VH F255weighs under 12ounces and features a backlit LCD screen and SAME weather alert capabilities.
~ ~ $199


Designed for commercial fishermen at work in places like the Bering Sea,the Gage 105 Liter Shackleton Duffel Bag will keep your gear dry on even the toughest passage. Constructed from tough PVCta rpaulin fabric, the bag features welded seams and a combination Velcro/roll-top closure with compression straps to ensu re it is completely waterproof. Additional com pression straps on the top and sides allow it to be snugged down into a smaller package when only partially full. A pair of "hidden" backpack straps can be deployed when hauling your gear longer distances.



The Storm 3-in-1 jacket from Cape Fear Sportswear includes a waterproof, wind proof, breathable shell and a zip-out fleece liner that can be worn separately if desired. No more having to decide whether to give little Johnny or little Suzie new foul weather gear or a ski parkal The jackets have sealed seams and reflective material on the arms, hood and piping around the chest. The hood can be rolled into the collar or removed completely and stowed in a hidden pocket.
~$259 ~

~ ~

$275 cufflinks. com



You say your man doesn't wear cufflinks? Maybe it's time he did! For sailors in need ofa fashion makeover, these sterling silver compass cufflinks from Ravi Ratan should be just the th ing. Yes, these are real working compasses, with white compass cards floating in the cufflink bezel. Also available are port and starboard cufflinks and, of cou rse, a nu mber of different anchor designs.




to trade off the wheel to another helmsman.As a final bonus, it's much easier moving on and off the transom without a wheel in the way. The downside is that the extra steering connections can cause drag or springiness in the helm unless they are carefully engineered. We sailed the high-performance "Dynamic Version" of the boat with a triplespreader mast, upgraded standing and running rigging, and asymmetrical spinnaker gear. This model also comes without sails, under the assumption that the buyer will want to specify his own sailmaker.

Our test boat had a three-cabin layout, with owner's accommodations forward and twin cabins aft. The owner's cabin has a nice-sized double berth, a seat with a shoe locker underneath, an ensuite head with shower, and plenty of storage space in lockers and a large drawer under the berth. Both heads have gravity-drained holding tanks. The optional four-cabin charter model adds a small passageway cabin forward with upper and lower bunks. In either version, buyers can have one aft cabin set up for stowage instead of sleeping. The U-shaped dining area is to port in the saloon, facing a short settee that adjoins the nav table. The L-shaped galley is also to port, is convenient to the companionway and is strategically located where motion in a seaway is most subdued. The entire saloon has a contemporary look about it, enhanced by the varnished wood joinery and suede fabric upholstery. If you

Dufour 4Se
Speed, comfort and good manners I

ufour may not be as familiar to American sailors as the other major French boatbuilders, but don't skip over these boats just because you haven't seen many of them. The company stopped exporting to the United States for a few years, but is now back with a new owner, a new designer and a completely new product line. The new Dufour 4Se, with its handsome appearance, advanced construction and sweet sailing characteristics, is a good example of why these modern cruiser-racers deserve consideration.

guests for an afternoon. Winch placement isjust right, lines fall to hand easily, and the double-ended German mainsheet system is easily managed. Dual wheels on a 4s-footer really make sense. The cockpit of a modern boat this size is so wide the skipper has to take a bit of a hike during each tack, and the best way to have both firm control and a good view to windward is with separate steering stations on either side. It also makes it easier

The hull is handlaid vacuum-bagged fiberglass with a PVC core above the waterline and solid laminate below, with an NPG blister-resistant gelcoat. An interior structural frame reinforces the hull. The deck is injection molded with a PVCcore.


As with the rest of the new Dufour line, designer Umberto Felci gave the 4se's hull a distinctly Italian look. The low cabintop, sleek lines and clean deck layout all add up to a very attractive vessel. The cockpit ergonomics are excellent for either singlehanded sailing or taking out


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prefer traditional aesthetics, you will miss the "shippiness" exhibited by some other cruising boats, but if you enjoy modern elegance,you will appreciate this interior. I have always liked the detailed finish on Dufours and was pleased to see that tradition has been maintained. The joinery and cabin sole on the 45e are Moabi, also known as African Pearwood, which resembles a light-colored mahogany, and the fit and finish of the parts are impeccable. All the locker doors-and there are plenty of themhave gas lifts, ventilation louvers and positive latches. The grabrails are integrated into the overhead, where they are inconspicuous and cannot bump a tall sailor on the head, but are still convenient to reach. Since the deck is an injection-molded piece with a PVCfoam core, both the inside and the outside come out of the mold with finished surfaces. This creates a very strong, light structure that is also durable and easy to clean. The attractive interior belies the fact that it is very efficient to build, with minimum wasted time or materials. That translates to better value for the buyer.

HEADROOM 6ft 6in BERTHS 6ft 6in (fwd); 6ft 6in (aft)

LOA 45ft 7in / / LWL 39ft 9in II BEAM 14ft 1in DRAFT 7ft 6in (std); 6ft 3in (shoal) DISPLACEMENT 23,4571b (std)

BALLAST 73411b (std) SAIL AREA 100ft2 (100% FT)

On a brisk October day off Annapolis, we set the main and working jib to a stiff breeze. As the afternoon wore on, the wind dropped a bit but remained in the 15-20 knot range. As I stepped behind the starboard wheel and we trimmed the sheets, the boat came alive and a grin hit my face. This was going to be a good day at the office. Close-hauled, the Dufour 45e responded to gentle inputs and tacked smoothly through a bit less than go degrees. The boat had been rapidly prepared for a show and with some tuning, I'm sure it could do even better than that. Off the wind, our speed climbed rapidly to the boat's theoretical hull speed of about 8.5 knots, with perfect control all the way. It was a bit too windy to set the asymmetric spinnaker, but in light air it should keep the boat moving nicely. The source ofthis fine performance is evident in the numbers. Look carefully at the specifications and you'll see a rather light boat with a moderately low ballast ratio, a long waterline, a racy underbody and over 1,200 square feet of working sail. That's a recipe for enthusiasm, moderate enough to prevent an adrenaline overdose, but still plenty offun. Best of all, it just felt good. There was nice feedback to the helm, just enough heeling

to make the boat feel energetic and steady tracking through the choppy water. We never needed foul-weather gear, as no spray made its way back to the cockpit.


(GAL) 66/140/26

ENGINE 55hp Volvo diesel ELECTRICAL 2 x 100AH DESIGNER Umberto Felci / Patrick Roseo (accomodations) BUILDER Dufour Yachts, La Rochelle, France, U.S. DISTRIBUTOR Dufour USA, Annapolis, M D, 352-871-0362 PRICE $401,148 (dynamic version)

I measured 6.8 knots at a comfortable 2AOO rpm cruise setting, and the sound level was a low 71 dBA. Quiet running like this can only come from careful engineering and construction, and I noted thick sound insulation and good seals around the engine compartment. The Volvo saildrive should be simple to maintain. Raise the companionway steps or open the side access panels and you can easily get to all the vital parts. Close-quarters maneuvers were simple and efficient, as the 4Se turns in a circle of slightly more than one boatlength and stops and backs without fuss. There's very little kick to the wheel in reverse, and the boat tracks straight. These traits mean that returningto your slip after a pleasant sail with the family will not spoil the mood of the day.


PROS High-quality detailing

Pleasant, livable accommodations Responsive CONS Limited dealer network Minimal house battery capacity Shoal keel is fairly deep PERFORMANCE and fun to sail

The Dufour 4Se is a fine family boat with plenty of performance and excellent sailing qualities. It is always difficult for a builder and designer to cooperate in the creation of a good-looking boat that sails well and is economical to produce, but Dufour and Felci have managed to do just thaL}i










spinnaker, accelerating to 8 knots and more. Playing the reefed main, we had no trouble keeping the boat on its feet while hiking out. All controls were well placed and easy to use, and the boom is situated high enough that we could tack very comfortably without stooping or crouching. In all respects this new 22 looks like a win-win proposition for Hunter Marine. It is faster, more responsive and easier to maintain than its predecessor. Conservatively sailed it is stable and user-friendly and should make a great starter-boat for young families who are just beginning to explore the sport of sailing. Tricked out as a performance boat, it will also prove a rewarding ride for experienced sailors who smile the most when things are fast and furious. JlL

A versatile daysailer and weekender

he new Hunter 22 is directly derived from its predecessor, the Hunter 216, which was built out of thermoformed Luran-S plastic. The 22 retains the 216's hull, which features a large cockpit and open transom, but is built in fiberglass with a solid bottom section and balsa-cored topsides. The deck, also balsa-cored, has been altered a bit, as has the rig, which is 40 square feet larger. Like its predecessor, the 22 sports a hydraulically controlled swinging ballast keel. In essence, the Hunter 22 is designed to carefully straddle a line between "fun family daysailer and weekender" and "go-fast rnini-sportboat," You elect which half of the dichotomy to favor in selecting options. The performance package features a full mid-cockpit traveler, hiking grips and straps in the cockpit, a retractable bowsprit and an asymmetric spinnaker. The cruising package includes a V-berth in the small cuddy cabin, a portable toilet and a simple electrical system. The boat I test-sailed belongs to Hunter's Steve Pettengill, who is definitely a go-fast sort of guy. He races his slightly modified 22-it has laminated sails, a squarehead mainsail, plus a solid boom vang and headsail furling rod-in a local series in St.





Augustine, Florida, and is competitive, he tells me, with much larger boats. In all other respects his is a stock boat, with a standard Selden aluminum mast that is stepped on a hinged tabernacle and can be raised by one person in a matter of minutes. Conditions during my sail with Steve were a bit boisterous-the wind on St. Augustine's Matanzas River was blowing a tad under 20 knots with gusts that were significantly higher. We therefore elected to put a reef in the mainsail and after just a few minutes on the water also roller-reefed the jib (an option you would not have with a standard jib, which furls on its own luff). Probably the most important difference between the old 216 and this new boat is the rudder. The old boat featured a "VARA inboard lifting rudder" that slid up and down in a large rotating barrel set in the aft end of the cockpit floor. This was a very strong installation, but the steering response was poor. The new 22 comes with a conventional rudder turning on a hinge at the transom, which I found steered precisely and easily, even in the strong conditions we encountered. Boat speed was excellent. I found the hull surfed readily off the wind, even without a

LOA 21 ft 4in / / LWL 18ft 9in BEAM 7ft 11 in DRAFT 1ft (keel up); 3ft 6in (keel down) DISPLACEMENT BALLAST 400lb SAIL AREA 293ft' DESIGNER Glenn Henderson 1,700lb

BUILDER Hunter Marine Corp., Alachua, FL, 386-462-3077, PRICE $20,995 (base, including trailer)

PERFORMANCE PIDI......... IDII,_ ................... . RACER CRUISER



NEW! Explorer GX1600 Ultra Compact Class D VHF Radio

Now you have more freedom when choosing a location to mount your VHF radio. The NEW Explorer GX1600 from Standard Horizon is ultra compact, only 3.5" in depth, or half the depth of comparable VHF radios on the market. The compact rear case design allows it to swing through the bracket, making it easy to bracket or flush mount in the smallest of areas. Although the GX1600 is incredibly compact, it's loaded with performance. The GX1600 meets the NEW ITU-R M493-13 Class D DSC regulations and has the capability to accept a RAM3 Remote Access Microphone, allowing full control of all radio and DSC functions from a second station. Additional features include an oversized full dot matrix display, full die-cast rear case, user selectable Programmable Scan, Dual Watch, and user programmable soft keys, and PRESET key to quickly toggle through your favorite channels. Another unique feature is the ability to "automatically poll" the GPS position of up to four ships and display the LAT/LON on your Standard Horizon or other compatible Chart Plotters. You won't find a more compact or flexible VHF radio than the Explorer GX1600, available in black or white. The GX1600 is backed by our industry-leading 3-year waterproof warranty.

RAM3 Remote Access Microphone CMP30


lot offun tootling around Annapolis harbor under the watchful eye of all those grownups back at the pier. Most im porta ntly for a guy my size, I could easily tuck myself in up by the mast leaving plenty of room for someone much smaller to work the tiller and mainsheet aft. If I can fit myself in with room to spare, so can you! The boat will be perfect for two kids. As for the nimble kid who repeatedly gybed, tacked, capsized and then righted the boat after I brought it back to the dock-enjoy your youth while you can. Alas, it is far too fleeting. For decades, designers and boatbuilders had been striving to create a dinghy to challenge or at least join the ubiquitous Optimist as the trainer of choice. With the creation of the TAZ, Topper International may have finally done it. A

Topaz Taz
A versatile trainer I

he little sister of the 12-foot Topaz, Topper International's g-foot 8-inch TAZ weighs just 88 pounds, making it a breeze for junior sailors and their instructors to manhandle. Although it can be easily singlehanded by a beginner, the TAZ can accommodate a child and adult together, making it an ideal trainer. Better still, this is a boat with a Bermuda rig that both prepares beginners for the rigs they will be handling as adolescents and adapts to their needs as they develop as sailors. The basic rig flies a 48ft' Dacron main a la the Laser and cou ntless other performance dinghies. A higher-performance Mylar main of the same size is also available. To take things to the next level there's a "race" version, which includes a toft- headsail. Combine the race rig with the TAZ's slippery hull form (with a true "pointy bow instead of a square one" as one young sailor described it to me during the Annapolis boat show), a self-bailing cockpit and flared topsides that cry out for aggressive hiking, and you have a boat that will keep kids excited for years. The TAZ featu res Topper's proven Trilam construction, which produces a foam-cored roto30 SAILMAGAZINE.COM


molded hull that is stiff, light and durable. Under sail, the TAZ is so buoyant the cockpit stays well out of the water when capsized, making it a piece of cake to get back on its feet. Be warned, sailing instructors: in light air your kids may prefer tipping over their boats for the fun of it when they should be sailing! There is an ingeniously hinged "gate," which locks in the two-part mast after it's been stepped, and a kickup rudder that can be easily locked into an up or down position using just the tiller. Handles in the bow and on the transom give you something to grab when hauling the boat up a beach. Under sail, the boat is just a bit on the snug side for a 6-footer like me. But it was a

LOA 9ft 8in I I LWL 9ft 8in I I BEAM 4ft WEIGHT 881b II DRAFT 2ft 8in SAIL AREA 48ft2 (Dacron main) 10ft2 (optional jib) DESIGNERS Ian Howlett and Rob White

BUILDER Topper International, Ashford, England U.S. DISTRIBUTOR Topaz Sailing, Annapolis, M D, 410-286-1960, PRICE $2,695





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spend $1 SOor more on Gill products and receive a free Cable Knit Beanie worth $30. Spend $300 or more on Gill products and receive a free Cable Knit Beanie ANDa personal Rescue Knife worth a total of $60.
Promotion Period: November 25, 2011 to December 28, 2011


«($ WorldMags
Edited by Charles J. Doane


What's Inside: •


P.32 SEAMANSHIP I I Sailing with a Simple Bow Rig P.36 CRUISING TIPS II Combat odor in your head, and more P.38 VOICE OF EXPERIENCE I I Staying calm when the skipper goes over

jib and allow the sail to rest on the leeward jib while you re-route the sheet. After you harden up and retrim the windward jib's sheet at its new and improved angle, you can re-route the sheet for the blanketed leeward jib if desired. The sheets, of course, can be shifted just as easily when easing off onto a reach. WING-AND-WING DOWNWIND Where the Simbo rig really comes into its own is when you bear away onto a run with the wind 35 degrees or less off the stern. Here you hoist two whisker poles on separate topping lifts against fore and aft guys made off around two sets of cleats forward and amidships. If the two sets of guys are made up to measured marks, you can simply hoist the whisker poles until they are pulled tight. When set, the poles should be at right angles to the mast and parallel with the horizon (assuming a level hull).

Simbo Sailing
A true twin-headsail rig can prove handy both upwind and down

riginally developed for shorthanded ocean sailing, the so-called "Sirnbo," or Simple Bow Rig, can also be useful for coastal sailors who'd like to sail efficiently downwind without having to deal with a spinnaker. You'll need a twin-grooved headsail furling foil on which two identical traditional working jibs can be hoisted on a single halyard. These sails should each have their own set of sheets led in the usual way th rough a pair of genoa cars to a set of cockpit winches. If each genoa track has a separate car for each sheet, so much the better. This avoids the problem of running two sheets through a single car and perhaps having one jib's lazy sheet trapped under the other jib's working sheet when

it is under a heavy load. When sailing on the wind, the two jibs fly side-by-side, one lying on top of the other. The windward jib is trimmed to the wind in the usual manner and the leeward lazy, or blanketed, jib is tightened up against it. Again, it is convenient to have four cockpit sheet winches, one for each sheet, but it is not essential, as the working sheet for the leeward lazy jib carries no load and can easily be made up by hand. An added advantage of having two jibs set like this is that you can easily re-run the sheets to achieve more efficient sheeting angles. For example, to shift a sheet lead from outside to inside a cap shroud when hardening up on the wind, you merely release the working sheet on the windward




_on Deck

net ,I


With the poles set, run both sets of sheets through the jaws at the end of the whisker poles. That is, each pole jaw will carry both an outboard working sheet, for the sail flying on its side of the boat, and an inboard lazy sheet, for the sail on the opposite side. The two lazy sheets will cross each other forward of the mast. All sheets are then reeved through genoa cars and on to the cockpit winches. Alternatively, they can be shifted outboard and reeved through blocks on the toerail. To avoid having to deal with floggingjib sheets,l always furl both sails away before running the sheets. Once they are set, I pull the sails out to their respective poles. If coming on to a run from a broad reach (assuming the poles are already rigged), you need only pull the windward jib across the boat off the leeward jib to split the jibs in a wing-and-wing configuration. During this maneuver, it is best to let the following wind fill the sail when halfway across so that it clears the mast. The sail may catch on things if you drag it across with a winch. Once the jibs are flying wing-and-wing, wind captured in the weather jib opposite the mainsail is redirected into the leeward jib behind the mainsail. The mainsail boom likewise should be eased to no more than 45 degrees off the boat's centerline so that wind from the mainsail flows into the weather jib and thus into the leeward jib. Another reason for restricting the angle of the main boom is to keep it from directly opposing the compression load placed on the mast by the windward whisker pole. The leeward pole puts no load on the mast and is only there to take over as the new windward pole when the boat is gybed. To do this, you need only handle the mainsheet, as the whisker poles, the pole guys and the jib sheets can all be left untouched.

When reverting from running to a broad reach again,you simply allow the weather jib to fly across to the leeward pole, where it once again blankets and lays on top ofthe leeward sail. You can leave the sails set on the leeward pole until you harden up and put the wind forward of your beam. You can then release the sheets from the jaws and stow the poles on the side of the mast or on deck. If your boat has swept-back spreaders and thus does not require forward lower shrouds, it is better to affix the two whisker poles to a forward-mounted mast track on separate cars. This allows you to





:Jvl1JstenJ ·Jyachts?







set the twin poles like wings and later conveniently stow them vertically on the mast. However, this may not be possible on boats with forward lowers. In this case,you may need to fly the whisker poles between the cap shrouds and forward lowers. On my boat, I fix the inboard ends of my whisker poles to the mast with standard spinnaker pole fittings. Apart from setting and striking the whisker poles, no foredeck work is required when sailing under a Simbo rig, as the sails are handled from the cockpit. To strike the sails when running wingand-wing, you first bring the boat on to a broad reach and let the weather jib to fly to leeward, as described above. You can then furl both sails together in the normal way. There is no noticeable wear on the twin sails when they are flown together on top of each other. I would advise, though, that you install a stronger jib halyard shackle, as the load on the twin jibs when running could cause a weaker shackle to fail. The great joy of the Simbo rig is that it allows an ordinary cruiser to sail efficiently at all angles with just one suit of sails and minimal foredeck work. The twin jibs on my boat provide a downwind sail area equal to about two-thirds that of my asymmetric spinnaker. If the boat is also equipped with an in-mast furling mainsail, everything can be handled by one person from the cockpit. I've found that my Simbo rig provides good performance in winds from 12 knots up to a full gale with complete ease of handling. Needless to say,with such control my Simbo rig remains in place night or day, fair weather or foul. It is the rig I have used on my Najad 460, my Najad 511 and now on my new Najad 570. One final word: make sure that all loads are carried within close proximity of the boat. The length of the whisker poles should not exceed 50 percent of either jib's J measurement. As previously mentioned, the main boom lain Simpson has sailed should never be more than 45 degrees ~ I on many different off the centerline. When set up propercruising boats and racing dinghies. He currently ly, a Simbo rig is a compact, powerful, sails a Najad 570 in the Caribbean and intends to easily controllable rig that gives great sail to Turkey in 2012 peace of mind in all conditions. A



~--_J Mystery





Myrte'l' 43

4 Forum Marine

Annapolis. MD - Houston, TX Tel: (410) 286 1930/(410) 263 3406 - (713) 993 0797




First and foremost, if you want to keepyour boat's toilet smelling sweet, be sure everything goes all the way out the discharge pipe. The rule on lolaire for over 50 years was that you had do 20 strokes on the discharge pump. If you didn't, you were sent back in and told to do 40. Also, the discharge pipe from the sink in the head should drain into the toilet. This way, whenever the crew uses the sink to wash their face and hands or brush their teeth, fresh water must be pumped through the toilet. This minimizes odors and prevents calcium from building up in the toilet's discharge pipe. Time after time on older boats when the toilet is giving trouble, it turns out the discharge line is severely constricted due to calcification. If you are in an area where holding tanks are required, install a two-way valve so the toilet discharges into the holding tank in port but directly over the side at sea. The holding tank should always be emptied as soon as it is permissible. On boats with holding tanks, you should also install a two-way valve on the sink drain. Then you can drain the sink into the head while at sea, and into the sea when in port. - DON STREET




-t Once you've bent your main halyard onto your mainsail, it's hard to know what to do with it when you aren't actually using it. You can secure the tail of the halyard, of course, on a winch or cleat, but then the loose end secured to the head of the sail is apt to wave around and wrap around things if you don't keep an eye on it. If you take the halyard off the sail and secure it to a padeye or some such fixture on deck, it won't get in any trouble, but the sail won't be ready to hoist in an instant. What I like to do is take a bight of the halyard at its shackle end and loop it around underneath the halyard winch on my mast. Then I pull the halyard tail tight and make it up on the winch outside the loop. Everything's taut and secure, and the halyard can't go anywhere. It will slap against the mast in a breeze, so in the evening before settling into my berth, I unbend the halyard again and secure it to the deck. If you don't have a halyard winch on your mast, you can still secure your halyard this way by taking a loop around a cleat or some other mast fixture and then tightening the tail back in the cockpit. - CHARLES J. DOANE

At last, here's a simple way to quiet noisy glasses stored in lockers or in hanging glass racks.Just put a fluffy elastic ponytail tie around the widest part of each glass, and they won't clank against each other when the boat is rocking and roiling. Unlike the socksor ragsyou're now stuffing between your glasses,these elastics won't slip out of position-and they look nicer. Elastics in various colors can also be used as wine charms on stemware to identify each person's glass. Instead of removing the elastic when using a glass, just slide it down around the stem and double it up, as I did on the middle glass in the photo.






«($ WorldMags

Why are New Generation Catalinas

the Sailors' Choice?

Catalina's 355 and 445 have inspired a new generation of popular yachts that are consistently winning awards. Why? We build what sailors want. Catalinas are versatile, fast, comfortable. Long waterlines. Moderate beam and freeboard. Handsome low-profile cabin structure. Excellent performance in a wide range of conditions with a gentle, predictable motion underway. Optimum ventilation below. And galleys designed with extended cruising in mind.
Catalina builds a wide selection of honest, stylish boats that hold up to real world conditions, perform well and cost less to maintain. For Catalina owners, this means lots of extra value and enhanced sailing pleasure. And, with the added bonus of excellent resale value, there's never been a better time to own an award-winning Catalina.

You'll find unique features on Catalinas, generally not found on other production boats. Things like keels made of lead - superior in every way to cast iron. Real teak interiors, finished with durable, clear varnish that looks great and is easy to maintain. And StrikeZone™ collision bulkheads for offshore security. Ask your dealer for a copy of The Art and Science of Building Catalina Yachts for details on the design and engineering advantages unique to Catalinas.

See the New Catalina 385

the mainsail as the wind gusted up to 45 knots. At this same moment the strop that secured the mainsheet tackle to the boom gave way. The boom whipped free, knocking both Roland and Ben overboard. Fortunately, Ben had his safety harness on. Roland had insisted that all hands working the deck wear these. Unfortunately, he had excepted himself. "When in danger or in doubt, run in circles, scream and shout." The u.s. Navy tries to drill that out of you, and thus the cry of "Man overboard!" theoretically should initiate a hurried, yet controlled reaction. I had conducted plenty of MOB drills over the years, but now didn't even think to shout, "Man overboard!" Fortunately, Keith and Chris did, and remembered also to point at Roland.This was a good idea,as we were fast losing him astern at 200 yards a minute. Ben was less of a problem. Although he'd broken a lifeline stanchion, he was bobbing alongside, secured by his harness. Two life rings were hanging on the stern rail. I pulled one upwards so I could throw it to Roland, but it wouldn't come off. I decided I needed to unscrew the bracket to release the ring. But where was a screwdriver? I did not realize that a vigorous yank would free it, for a vigorous Yank I was not. First mate, George burst up from the cabin in his cardigan and jeans at the first cry of man overboard. "Right!" he bellowed. "Throw the switch!" Chris, closest to the cabin, gave the wheel to Keith, got past George, and went below to switch on the engine battery. Good thing I wasn't sitting there, as I had no idea what he meant. "Drop the mains'I!" I knew what that meant, but didn't know how. "Throw a line!" George continued.

Skipper Overboard
When in doubt, it's always best not to scream and shout

he Offshore One Design 34 Red Alert, named for her crimson hull, departed Portsmouth, England, one stormy day, bound for the Isle of Wight, sailing on the ebb tide. Our skipper, Roland, was a brigadier in the British army, and the first mate, George, was a colonel. I was a lieutenant commander in the u.s. Navy, but also brand new onboard and therefore had no particular responsibilities. In fact, I had been informed by the crew that a naval officer on a sailboat was as useful as an umbrella. Also aboard were the brigadier's daughter, Phoebe, the colonel's son, Charles, and their friends Chris, Ben and Keith. Emerging onto the English Channel, we met a southwest gale blowing on our beam. Within half an hour all hands topside were soaked, despite our oilskins. We were sailing under mainsail alone on starboard tack, and the gunwale was under water most of the time. Charles and Phoebe went forward to bend on a storm jib. The rest of us were in

the cockpit, except for George, who was still in his street clothes below plotting the course for an upcoming race from the Isle of Wight to Guernsey. Chris had the helm, and Ben was standing on the starboard cockpit seat, trying to reef the mainsail, while Roland watched from the companionway. Something up the mast had fouled, making the reefing difficult. Roland shouted, "Hav-

Roland had insisted that all hands working the deck wear them. Unfortunately, he didn't apply the same rule to himself.
Well, that I could do, and there seemed to be no shortage of lines about, various sheets and halyards. I feared, however, that whichever one I picked would prove so critical to the stability of the vessel that pulling

ing a rum go, laddie?" (Yes,he actually did talk like that.) Ben nodded. "Right, let's see what we can do, shall we?" Roland stood up opposite Ben and reaching upwards, braced himself against



«($ worldMags

The Sailors' Choice Redefined

Catalina 445

TheAll New

he new Catalina 445 incorporates crisp, contemporary styling with the proportions and features that make Catalinas comfortable and secure underway and on the hook. Based on a new hull design with a long waterline and moderate beam and freeboard, the 445 delivers excellent performance in a wide range of conditions. The hull form is optimized to provide the gentle, predictable motion underway, which is so appreciated in other Catalina models. The keel is lead for superior stability. The accommodations are designed for live-aboard comfort. The owner's cabin is forward for privacy and optimum ventilation. The guest cabin is aft with a large comfortable double berth, angled for easy access and greater headroom. To port is an innovative cabin that can easily be converted to whatever your cruising style dictates at the time - sleeping quarters, storage, or a work room with a bench. The galley has the storage and features needed for extended cruising. The interior is constructed of teak and teak veneers, hand finished with durable clear varnishes, highlighting the natural beauty of fine woods.

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on it would cause us to capsize. "Throw a line! Throw a bloody line!" George was normally a very friendly chap and might otherwise have said, "Would you be very kind and pass a line to Roland, please?" Here and now he was a British colonel. Yet even the most forceful superior may as well shout into a well if people don't know how to follow his orders. "From the lockah! The lockah!" George pointed vigorously at the ports ide cockpit seat, under which were various coils of line and other useful items. It would lift like the lid of a chest if only you remembered where the latches were. Me, I didn't know the latches even existed, and when the damn seat wouldn't come up, I grunted and cussed, wondering what it was stuck on. Meanwhile, Phoebe and Charles got the mainsail down, and Chris and Keith started the motor. Keith then put the helm over, and we came about full speed. "Get that man aboard," George commanded, indicating Ben, who was struggling to clamber over the gunwale. Getting him back on deck required the efforts of George, Chris and me. George then said, "A knife. Who's got a bloody knife?" As it happened, when we set out I had put my Swiss Army knife in my oilskin pocket, figuring I might need it to open a bottle of wine or something. George took it and cut the lashings on the stern ladder. We'd come about and were now passing Roland close aboard. He showed no panic and looked studious, as if he were contemplating a problem in a classroom exercise. "Toss him that line," George said, indicating a jib sheet secured to a wooden rail screwed to the fiberglass deck. Out she went,just as the engine quit. We started drifting away, taking the line with us. Miraculously, Roland grabbed it just in time. If he'd missed, even if we'd managed to restart the engine, the gale would have blown us well out of recovery range, and we'd have had to radio for a helicopter. Roland's oilskins were buoyant enough to keep him afloat, and he could have lived an hour, maybe two, in the 50-degree water. But whether a helicopter could have rescued him in those winds and waves-or even have spotted him, for that matter-is something I'd rather not think about. The army man's next bit of seamanship so impressed me it made up for his falling overboard. Treading water with one hand, he tied a bowline round his waist with the other. Once secured, Roland rolled over on his back and relaxed. As we hauled him in, he floated peacefully, meditatively, as on a raft in a lake, never even looking at his progress. He'd have bumped into the stern if we hadn't warned him. "Ahoy, Roland!" "Daddy, look out!" "Behind you, skipper!" Nonchalantly, he rolled over, grabbed the

stern ladder and soggily climbed aboard. He still had on his Greek fisherman hat and was smiling. "Welcome aboard, brigadier," George greeted him. "Apologies for the lack of due ceremony." "I believe I've lost a contact lens" Roland replied. "Oh, just slipped. Right. Good show. Well done to all hands. Shall we carryon?" Yes,he actually did talk like that.

Peter McKenna lives in San Francisco, where he hopes for better success as a writer than he ever had as a sailor


~ I should have had better basic knowledge of seamanship on a sailing vessel,to avoid embarrassment if nothing else ~ We had too many people aboard for such a rough voyage, more than was needed to work the boat. In such a situation, the superfluous hands just get cold, wet, miserable and in the way. ~ We should have inspected critical gear, like that mainsheet strop, before heading out in the strong conditions. We might have spotted other critical faults had we done so. ~ Our skipper should have been wearing a safety harness like the rest of the crew on deck. ~ Given there were inexperienced crew aboard, we should have conducted a man-overboard drill prior to setting out into open water.

~ Everyone on deck was wearing safety harnesses,with the one exception, as noted. ~ The regular crew gave the alarm immediately. ~ The first mate took immediate and forceful command of the vessel. ~ The crew kept an eyeon the MOB,started the engine, and lowered the mainsail quickly ~ The man in the water stayed calm, conserving heat and energy. He also knew his knots. ~ Someone had a knife handy. ~ Afterwards the naval officer went below and made sandwiches for all hands. I know that's not in the story, but it's the only other thing I did right that day.JlL






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A cat with two cockpits, another with two tillers, a variable-displacement daysailer and a pair of red-hot raceboats are among the stars of the
2012 Best Boats Awards






assport has been creating strong, beautifully detailed cruising boats at its yard in Xiamen, China, for 20 years and each new model evolves slightly from the previous one. Looking at the new Passport Vista 545 CC at Annapolis made us wonder if the factory locks a man inside the boat each night and gives him breakfast only after he has come up with some small improvement. Whatever their management technique, the result is a sailboat that is built the way it should be. The Solent rig (overlapping genoa/ working jib on separate furlers) is strong and adaptable to a wide range of wind velocities, and the deck layout is uncluttered and workable with grab points at all the right places. The fittings are sculptures of stainless steel that do their jobs elegantly and efficiently. The cockpit is similarly both efficient and pleasant. Even the fixed windshield is a beautiful structure.

Belowdecks, everything is traditional Passport quality with perfectly fitted joinery, a carefully planned layout and exhaustive details. The locker interiors are as precisely made as the visible parts, the twin fridges open from both top and front, a cabinet swings aside to reveal a small door to the engine oil filter, sliding cabinet doors drop into grooved latches, and so on ...and on. The engine, wiring and plumbing systems are elegant, with control points installed neatly, properly labelled and easily accessible in the pleasant engine room. These are custom-built boats on a semiproduction hull, which makes it possible to have exactly the layout and rig you want without the cost of designing the entire vessel from the keel up. Cost savings are substantial and you can be assured of typically fine Passport sailing qualities as well as looks.


"The fittings are sculptures of stainless steel that do their jobs elegantly and efficiently ...Even the fixed windshield is a beautiful structure"





e sailed the new Cruiser 45 by Bruce Farr in strong tradewind conditions down in Grenada this past spring and were happy to step aboard again during the Annapolis show in the fall. There's an awful lot for a modern cruising sailor to like in this boat, starting with the enormous interior (particularly the fabulous master stateroom forward) and the updated styling. We also liked the noticeable improvement in Bavaria's build and finish quality since last they sold boats in the United States, and we were impressed by several details aboard, from the stainless steel fiddle rail around the spacious countertop in the galley (it looks cool, makes a great handhold, and does a good job of keeping stuff on the counter) to the motorized fold-down swim transom (a worthy contender, we think, in the ongoing transom wars that have consumed boatbuilders of late).

Most of all, we like the way this boat sails. Thanks to the twin rudders, which are canted well outboard, and the efficient Farr-designed hull, this is one broad-beamed mass-production cruising monohull that will power up and heel over without griping when pressed hard to windward. The cockpit easily accommodates both relaxing guests and working crew, with plenty of room for substantive winch upgrades (both with respect to size and number). The rig, whether you choose in-mast furling or a conventional slab-reef mainsail, drives the boat well. We enjoyed good speed during our test sail, both upwind and down, with no help from a spinnaker or a big overlapping genoa. We're looking for this boat to do well in charter-bareboat racing classes down in the islands, and we expect any cruiser who enjoys both exciting sailing and vast accommodations will be pleased with it.


"There's an awful lot for a cruising sailor to like about this boat, starting with the enormous interior and the updated styling"



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esigned in the United States by Morrelli and Melvin and built in South Africa by Robertson & Caine, the Leopard line of catamarans has enjoyed a successful decade in the Caribbean and North American markets. Robust build and clever design are hallmarks of the range, and over the years each new model has featured a number of smart and sometimes downright innovative ideas and refinements. It's not easy to give a loaded cruising cat satisfying sailing performance, but the designers are known for their fast-sailing boats and the 44 is as sprightly as such cats get. You expect voluminous accommodations on a catamaran of this size, and the 44 does not disappoint. Whether you choose the three-cabin interior of the Leopard 44 or the four-cabin Sunsail charter version, the 444, there is space to burn. But what really sets this boat apart is the sheltered forward cockpit, accessed from on deck or via the "front door" set into the front of the saloon. There's room for up to four people to sit around a drop-leaf table, and we could imagine relaxing there at anchor on a tropical evening, enjoying the warm breeze. The designers managed to make this addition without sacrificing internal volume by pushing the bridgedeck forward a little and shortening the bowtrampoline. The saloon has benefitted by dint of the door, which can be left open for air flow, and the large expanse of window, which affords an excellent view forward. Most importantly, the extra cockpit has added a third private area to an already spacious boat. Various performance cats have been designed with working cockpits forward of the saloon, but the Leopard 44 is the first production cruising cat to take advantage ofthe idea. We suspect it won't be the last. leopardcatama


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"The designers are known for their fast-sailing boats and the 44 is as sprightly as such cats get"






esigner Brian Bennett says the idea behind the VX One Design was to build the fastest possible sportboat that fits inside a zo-fcot shipping container, while delivering serious value for your money. If you're familiar with the Volvo Open 70 class, you'll recognize the similarities: a nearly plumb bow, carbon-fiber spars, chines that run from the transom to the bow section, a flat-top mainsail and a surfing-friendly undercarriage. Given the right breeze and angles, says

Bennett, the VX One Design will plane at 20plus knots. And it'll stay easy on the crew, thanks partly to a clean cockpit layout and a self-tacking jib with a recessed furler. The boat follows the KISS approach, promoting eyes-out-of-theboat sailing, and is ideal for one-design fleet racing. Foot braces and hiking straps are where you want them and a gennaker bag sits on the cockpit sole, just to port of centerline. A single line hoists the fractional kitevia the gennaker-Iaunching aperture-and extends the carbon "prod": pull a different string while releasing the first and the gennaker retracts and self-packs. Hull construction is light but tough, featuring PVC-cored resin-infused vinylester and eglass. All VX One Designs are being built and serviced in the United States, complementing the boat's feel-good pedigree. Bennett and his team have employed ISAF guidelines and templates to ensure strict one-design compliance and tight build tolerances worldwide. Thanks to the extruded aluminum liftingkeel, three boats can fit into a zo-foot container, or eight can be shipped in a 40-foot container. Class rules stipulate that only four new sails can be purchased per year, nullifying war-chest campaigns. Game on!


"Given the right breeze and angles, says the designer, the VX will plane at 20-plus knots"






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he Farr 400's all-carbon construction, powerful sailplan and excellent deck and cockpit layout make it a convincing successor to the aging Farr 40. The 400's lifting keel and two-part carbon mast (supported by EC6 standing rigging) also allow for cost-effective shipping in a ao-foot container, facilitating international competition. The 400's unusual and distinctive reverse sheerli ne gives it a pu rposefu I, aggressive look that's complemented by partial hull chine and a full bow section that'll help the boat pop onto a plane quickly and hold it there longer. Build quality is immaculate: all running rigging is led belowdecks through dedicated tunnels/apertures, often to cascading tackle systems. A single carbon-fiber grinding pedestal-mechanically linked to carbon-fiber primary winches-punctuates the beautifully designed cockpit, and the dual backstay winches are splayed inwards, allowing for interferencefree grinding. Owners can choose either a single tiller or dual wheels; a carbon push pit, pulpit and stanchions are all standard.

An extendable centerline-fitted bowsprit accommodates a masthead A-sail, and a sliding foredeck hatch (slightly offset to port) allows for silky-smooth sets. Unusuallyfor a big boat, the 400 carries a 4ger-style A-Sail retrieval line; just abaft and belowdeck of the hatch is a tapered carbon-fiber roll bar that provides for lightning-fast, snag-free takedowns. A powerful square-headed mainsail provides most of the motive power, balanced by a 105 percent jib. A flush-mounted traveler track controls the mainsail's angle of attack, and athwartship headsailsheeting angles are trimmed via adjustable cars (port/starboard). Together, these features allow for TPS2-style racing in a manageable package. The 400's interior is as Spartan as any dedicated raceboat should be: dual pipe berths (port/starboard) in the stern quarter sections keep crew weight to windward, and a chemical head answers nature's call. Your non-sailing friends will be aghast at the accommodations, but your racing buddies will be queuing up to crew aboard this fine machine.


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"The 400's unusual and distinctive reverse sheerline gives it a purposeful, aggressive look that's complemented by a partial hull chine and a full bow section"





may look like a character boat with its t saucy sheer, ketch rig and sliding gunter mainsail, but the BayRaider 20 is no museum piece. Built in your choice of fiberglass or cold-molded wood by UK-based SwallowBoats, the BayRaider features a sophisticated gravityfed water ballast system, a NACA foil centerboard and a semi-planing hull form. The result is a daysailer with surprising performance that can also serve as a stable platform for camp cruising. (The boat's named is derived from the tradition of the British "raid," a competitive cruise in company from port to port in small open boats.) In many ways, it's the little things that set the BayRaider 20 apart. The tiller has a hinged dog-leg to raise it up so it doesn't hit the crew in the knees. All control lines-jibsheets, mainsheet, mizzensheet-are within easy reach of the helm, and the hull has not only an attractive wooden rubrail and sheer strake,

but also skids on its bottom for beaching. The wooden mainmast is stepped on a tabernacle, and the tall gunter sprit is carbon fiber. The kick-up rudder has a notch in its trailing edge that confused us at first, until a company rep explained it was a step to help crew climb back aboard after going for a swim. The list goes on and on. An impressive 660 pounds of water ballast can be taken on or dumped while underway. This means the boat's performance can be fine-tuned depending on sailing conditions. Is the wind picking up and your neophyte crew getting nervous? No problem, just make the boat heavier. Is the wind going light or do you want to surf the chop? Again, no problem. The boat is easily trailerable and takes just minutes to rig and launch, which means you can explore distant bodies of water without having to budget a lot of time for setup before and after exploring.





"It's a daysailer with surprising performance that can also be used as a platform for camp cruising"

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mong the many large, expensive sailing vessels at this year's Annapolis show, the crowd-stopper was this diminutive 23-footer with a tall pilothouse. Something about it-perhaps the proportions, perhaps the novelty, perhaps the accessibility- made people pause, do double-takes and smile. It was a memory of childhood books about Little Toot the tugboat or the persistent dream of cruising away to quiet coves with the one you love that caught their attention. Stepping aboard the Com-Pac 23 Pilothouse reinforced all those feelings. That pilothouse has headroom for a six-footer and windows that let you see all around even while sitting at the cute twoperson dinette. The V-berth forward is as big as that on a 35-footer. There's even an enclosed head with a sink. A 12-horsepower diesel huddles under the cabin step. It's bright and livable, and as adorable as a Teddy bear. The detailing is as clever as the overall design. The mirror in the head drops down to give visibility aft from the inside helm. The dinette table is cantilevered for legroom, can be removed to form a filler for a berth, and is strong enough to support a man's weight. When the weather is fine and you want to sail from the cockpit, the nicely engineered linkage between the inside wheel and the tiller can be disconnected to improve the responsiveness of the boat underway. Com-Pac has a reputation for strongly-built boats with neatly executed details, and this prototype was a work in progress. The builder is enthusiastically coming up with even more neat touches and the production models that come from the factory this winter should be finished better as well. The hull is the company's standard 23-footer, whose shoal keel and large volume make the pilothouse version possible.

he 2012 Systems winner, the Southerly 49, exemplifies the very best of contemporary installation practices, but then so too do a dozen other competitors. What sets the Southerly apart in our judges' minds is its electrical distribution system using remotely operated digital circuit breakers-a "distributed power" or "multiplex" system. This one comes from the Swedish company EmpirBus. In a traditional electrical system, the boat's circuit breakers are clustered in a distribution panel at the navigation station. On a boat such as the Southerly, with a large number of lights, fans, pumps and other appliances, the dozens of wires emanating from the panel form a complex bundle that is frequently several inches in diameter. With a distributed power system, this bundle disappears! Instead, heavy-duty power cables are run directly from the boat's batteries to the extremities of the boat. The various loads are then powered by tapping into these cables using digital circuit breakers placed close to the loads. The circuit breakers are controlled via a single communications cable that snakes around the boat and goes back to a virtual distribution panel at the navigation station. The net result is a greatly simplified wiring harness with a substantial reduction in cable footage and weight. The microprocessors that are embedded in all digital circuit breakers can be used for sophisticated diagnostics and alarms. Among other useful functions, the Southerly system also tracks bilge pump and battery charging history. If an internet connection is available, a serial port at the navigation station allows you to trouble-shoot problems from anywhere.



"It's bright and liveable, and as adorable as a Teddy bear"

"The Southerly exemplifies the very best of contemporary installation practices"






here are several different ways to set up the deck and cockpit on a modern cruising cat, particularly a performance cruiser, but after a few hundred miles sailing this boat we found nothing about its deck layout we wanted to change. Our favorite features were the three different steering stations-tillers outboard on each hull (each with a comfy carbon-fiber steering seat), plus a conventional bulkhead-mounted wheel. There's very little friction in the unitary steering system, and it's also very easy to move between stations. When you want to feel intimate with the boat while keeping it in a groove, you can get lost in the Zen of a sensitive tiller. When you need to make a lot of big course changes quickly, you'll appreciate the power of the wheel. It truly is an ideal arrangement. The working lines are led just the way we like. The only controls on the coachroof are for the rotating mast, the double-ended jib sheet

and the mainsail's halyard. Everything elseincluding the main traveler controls, daggerboard controls and spinnaker or screecher sheets-is handled at two dedicated winch pedestals just behind the two coachroof stations. One or two crew can manage the boat easily working within a confined, but not cramped space. Meanwhile, there's plenty of room aft for guests to relax and dine without getting in the way. Shelter over the cockpit is restrained but effective. There's a hard targa walkway under the boom, right where you want it, plus canvas wings port and starboard to cover the table and cockpit seats. All steering stations have an unobstructed view of the rig. All deck surfaces, including all of the coachroof, are covered with effective anti-skid, and forward of the main crossbeam, it's pretty much nothing but net, which is just the way it should be on any self-respecting performance cat.

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"After a few hundred miles sailing this boat we found nothing about its deck layout we wanted to change"

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otton clouds, blue skies and glittering seas stretched around us in all directions. Key West had long ago dissolved into a shimmering mirage. Our two Com-Pac 16 sloops seemed small in that watery wilderness. Four of us had trailered the boats from northern Florida to Key West so we could to sail out to the Marquesas Keys, a cluster of deserted islands 26 miles west of Key West. With me aboard Nomad was Mike Wisenbaker, who had shared many cave diving adventures with me in the past. In the other boat, Drifter, were newlyweds Jim and Kathy Pullen. Jim, too, was a diver, and this trip was their honeymoon. This was back in the early '80S, when famed treasure hunter Mel Fisher had yet to discover the Spanish treasure ship Atocha in a large area near the Marquesas called The Quicksands. As a writer I often interviewed him to find out what progress he'd made. "Today's the day," he'd always tell me, grinning broadly with a glint in his eye. Just before we set sail on this trip, Mel had said, "When you guys dive out there, keep your eyes open. Spanish salvors found the prow of the Atocha washed up on those islands."





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Instead of laying a course through the deep water in Hawks Channel, I'd chosen to take us straight through The Lakes, a series of deserted mangrove islands to the west. The average depth there is 6 feet, which we could easily handle with our Com-Pacs' 18-inch drafts. We had only walkie-talkies and no marine radios to communicate with, so we knew we had to take care of ourselves. Thanks to my doctor and a friendly pharmacist, we carried lots of medical supplies. Besides the usual ointments for stings and burns, we had syringes for injecting painkillers and sutures for sewing up torn flesh in the event of a shark bite. We also carried plenty of spare parts, including cables and clamps for repairing broken stays. Each boat carried eight gallons of drinking water in plastic jugs, plus a gallon of white wine. Stashed far forward in Nomad's bow was also a u.s. Navy emergency desalinator. The food we brought was simple and basic, mostly canned, and we cooked in our cockpit footwells on a single-burner Coleman stove. Each boat had a simple bimini for shade, plus we had fitted panels that could be clothespin ned in place when needed. At night we converted the cockpit into a comfortable queen-size berth and slept under the bimini, which was much cooler than sleeping in the berths below. Once we found channel marker 17we set off on a brisk morning breeze following the course I'd laid through the islands. It took a day to reach Boca Grande Island, our jumping-off place to cross the Boca Grande Channel. Somewhere just over the horizon lay our destination. Shortly after sunrise the following day, we beat our way across the choppy channel toward the Marquesas. The 11main islands in the mangrove archipelago are sprawled across four miles of emerald-green water. The water temperature that August averaged go degrees, about the same as the air temperature. We wore fast-drying nylon bathing suits around the clock. Romping along in a brisk breeze, Mike and I hated to break our gait as the islands loomed ahead of us, so we aimed for a narrow dogleg channel that led into shallow Mooney Harbor. Somehow we squeaked in without grounding, despite the fact that depths between the islands average only three feet. The color of the water in the inner lagoon shifted from green to

brown in the shallow spots. The worst shoals were amber-grey. The trick was to stay in the deeper channel, snaking through the flats. An occasional grounding sent us over the side into kneedeep water with a crusty marl bottom. A hearty push on the boat and we sank into hip-deep marl about as fragrant as a cesspool. Needless to say we tried hard to avoid grounding. Behind us, Jim and Kathy picked their way through the same odoriferous shoals. Three miles later, we emerged on the other side of the archipelago where we continued northward. Noon found us beaching the boats in the shallows of a tidal swash between islands for a sandwich. After lunch we went ashore to explore. Surprisingly, there was no sandy beach, only coarsely ground coral. My guess is that it came from the droppings of many generations of coral-crunching parrot fish. Heavy bushes dotted with spider lilies flanked the thick mangroves. A tall coconut palm leaned far out over the water, and there were birds everywhere, mostly gulls, terns and anhingas. Although the islands are a wildlife refuge, that wasn't enough for the occasional pelican we saw dangling lifelessly from a tree limb, its feet hopelessly entangled in discarded monofilament fishing line. Late that afternoon we sailed onto the northernmost beach of the main island, where we were surprised to find a rickety wooden dock backed by a pair of lonely palm trees. Again we explored and tried to reach what the chart showed as a hidden lagoon buried in the mangroves. Defeated, we returned to the beach, where I picked up a broken piece of unglazed pottery. I guessed what it was, and later a marine archaeologist verified that it was indeed a piece of a large olive jar, the kind the Spanish used for storing food aboard their ships. Had it come from the Atocha?





we again had to anchor out for the night. Toward the end of the following day, when we were on our last leg, that 8-mile shot into Key West, the real fun began. We were beating against a strong tide in extremely light air. Repeatedly, Key West seemed within our grasp. But each time it slipped away from us as we were pushed back up the channel. Finally I fired up my tiny outboard and started chugging on into port. Jim and Kathy followed. We spent the night at a Stock Island campground aboard our boats on their trailers and early the next morning headed home in one long shot, this time cruising upcountry at 55 mph with a helpful tailwind. Our 1,30o-mile land/sea safari had been a grand success. It was also an unforgettable lea rning experience. Purchasing fresh bread and salad greens was our main expense. We kept a The next day we had ou r boats rigged a nd ready well before dawn. 48-quart cooler with a 50-pound block of ice in the cockpit for There was a full moon, but not even a hint of a breeze. Shortly afpreserving our perishables. Since so few things required ice, we ter daylight, when the wind did come, it blew from the wrong difound we could have dispensed with the coolers. rection. We knew we couldn't beat through Mooney Harbor and Even today, despite inflated fuel costs, such adventures are all those mangrove islands, so I charted a course to the northeast, easily within the reach of any sailor with a which would bisect Boca Grande Channel small trailerable boat. If you keep everything and take us 16 miles to bell buoy 1 leading simple, you can comfortably trail, sail and into the Northwest Channel. From there Author of the Handbook of Trailer Sailing, Robert camp your way practically anywhere on a we would change course southward to Key Burgess lives in northwest modest budget. Any highway to water is West eight miles away. Florida where he sails lakes, bays and the Gulf of Mexico your magic carpet. That's all you need.Jl Unfortunately, the breeze went light, so

Instead of continuing on around the main island, which on the chart had an unbroken mangrove shoreline, we decided to sail back the way we had come. This time we stayed outside the islands, and hoped by sundown to reach a particular point we had passed. As the sun turned the color of old gold, we sailed on a light breeze back toward deeper water. At one point, Mike and I ran aground so hard Jim had to wade over from his boat to help push Nomad free. Shortly afterward, we were ghosting along less than a mile offshore when I happened to glance down through the clear 10-foot depths and spotted rocks and ridges below. "Bugs!" I shouted, at the same time spinning the boat into the wind and yelling for Mike to drop anchor. Although I'm sure he thought I was crazy, Jim aboard Drifter didn't have to be told twice. Kathy said later he dropped the anchor with one hand, grabbed his fins, mask and gloves with the other, and leaped over the side with all canvas flying. Twenty minutes later we'd bagged a nice catch of large spiny lobsters. We spent the night right there, first toasting our success with mugs of rum punch, then firing up our lanterns and cooking our prey in their comforting amber glow. With our boats rafted up, we dropped the lobster tails into pans of seawater Simmering on our cockpit stoves. We then melted some butter seasoned with lime in the inverted pot lids. Minutes later the cracked tails were served on our most practical dishware-Frisbees-with tossed salad and crusty Cuban bread. It was a memorable feast. After supper the Pullens moved Drifter a short distance away and turned in, while I slipped over the side with the dive light to see what kind of denizens might be prowling the depths beneath us. Finning down to the bottom, I swept my yellow cone of light back and forth through the inky dark water. No night-walking lobsters were in sight, but what I did see, I couldn't believe. Drifter's anchor rode lay across a foot-wide trench, about 5 feet long and 2 feet deep. Inside was a huge mottled-gray grouper the length of myarm. As I eased closer to see how long he would hold his ground, he suddenly disappeared before my eyes. All it took was a swish of his fins to disappear into a cave at one end of the trench. Sitting on his front porch like that, no wonder he felt safe. We spent another day sailing and diving on the Marquesas' western edge, searching for signs of the Atocha, but saw nothing. (Mel later found the wreck under 53feet of water in nearby Hawks Channel.)That night, our adventure drawing to a close, we turned in early knowing it would be a long sail back to Key West.






McKinnon-Tucker ~ and Scandone sailed to victory in =,,",,,",--~' the 2008 Beijing Paralympics (left); the pair raise their arms in triumph after winning the gold (right)




breaktimeforthe kids enrolled in the Piers Park Sailing Center's summer youth development program in Boston, Massachusetts. High-pitched squeals reverberate from the dock, where a bucket of recently caught crabs are under serious inspection. Maureen McKinnonTucker doesn't bat an eye as she emerges from the small office and wheels herself down the ramp to Emilio, a college-aged counselor and program graduate himself. After finishes with the introductions, I ask Emilio what it's like having Maureen as a boss. You can see the gears cranking as he glances from me, holding my notebook and tape recorder, to McKinnon-Tucker, who grins ever so slightly as he talks about how kind she is and what a great experience he's had here. "You can tell the truth," McKinnon-Tucker cuts him off. "I'm tough." This just may be one of the understatements of the centu ry. Maureen McKinnon was in college when she met Dan Tucker, an avid sailor. The two


began dating, and he eventually introduced her to his parents. "They had this tremendous tension in their marriage," she says. "And that tension was sailing. He did. She didn't." McKinnon-Tucker decided if she wanted to hang on to this fellow, she would have to leave her landlubber life behind. Tucker and his father taught her the basics, but she stuck with "cabana girl" status, even after she married Dan and began racing J/24S, where she was in charge of passing up rum drinks and movingwhen told to. Then came a summer day in 1992 when McKinnon-Tucker and Dan were supposed to race off Rockland, Maine. His crew made the start, but hers canceled at the last minute. As she walked her bicycle back toward the ferry landing at low tide, she tripped off a seawall and fell 13 feet to the sand and rocks below. The accident left her paralyzed from the waist down. McKinnon-Tucker progressed quickly through her rehabilitation program, even taking weekends off from rehab to work in her flower shop. ("I had weddings and bookings and customers!") But she quickly be-



came frustrated when she tried to get back on a J/24. "It was too physical. I couldn't sit upright in the boat, and I felt like a burden to the rest of the crew," she explains. She tried sailing a Freedom 20, the go-to boat for sailors with disabilities, but after years of racing J/24S, it bored her. Like a sailing Goldilocks, she found one too challenging and the other not challenging enough. She resigned herself to kayaking near her home in Marblehead, Massachusetts. Dan continued to sail, and McKinnonTucker continued to accompany him to races, until a chance encounter at a 2001 regatta in Marblehead changed everything. Like McKinnon-Tucker, Dr. Rick Doerr was wheelchair-bound. Perplexed as to what he was doing there, she wheeled over to ask if his wife was racing. He looked at her indignantly and said he was the one racing-in a Sonar. "Are you a sailor?" he asked. She replied that she was: was, as in, past tense before her accident. "Once a sailor, always a sailor," he told her. "You just need to get back on the right boat, and that's a Sonar." Less than a week later, McKinnon-Tucker

was trying out one of the zj-foot sloops with some friends at a Wednesday night beer can race. Next thing she knew, Doerr invited her to be part of his Sonar campaign for the 2004 Paralympics. They finished third at the trials, which was good, but not good enough for a trip to Athens. So McKinnon-Tucker set her sights on Beijing. Enter Nick Scandone. While McKinnon-Tucker had been racing up and down the East Coast, Nick Scandone was raking in his own wins out west. A former college All-American at UC Irvine, he barely missed qualifying for the 1992 Barcelona Olympics in the 470 class. In 2002, he was diagnosed with Lou Gehrig's disease, and though his body began to deteriorate, his sailing did not; in 2005 he was named u.s. Sailing's Rolex Yachtsman of the Year following a win at the 2-4-Meter World Championship, held off the coast of Italy. Here was a skipper who had what it took to get to the Paralympics. McKinnonTucker wanted in. For the 2008 Paralympics, ISAF announced it would include the double-handed Skud class, in which every boat was required to have a coed crew. No woman had ever won gold in sailing at the Paralympics before. The new rule meant McKinnonTucker could have her pick of top male Skud skippers, but like most women, she fell for the guy who showed the least amount of interest. "I called Nick right away, and his reply was, 'I'm in the 2-4.'" But as Scandone's disease continued to ravage his body, it became clear he couldn't sail in Beijing alone. McKinnon-Tucker got the call Easter morning. "I picked up the phone, and it was Nick, and he said, 'Join my campaign.' I said, 'Fine, but I have to hang up now, because my Easter dinner guests are walking through the door.'" And so it began. With her skipper a whole continent away, McKinnon-Tucker had to get creative with her training. By 2007, she had two children under the age of 10: Trent (2) and Dana (7). The duties of a full-time mom combined with those of a Paralympics hopeful would have overwhelmed most people, but McKinnon-Tucker decided to add a full-time job to the list and accepted a position as adaptive director at Piers Park Sailing Center.
Every summer, McKinnon-Tucker teaches morning and afternoon sailing classes at Piers Park Sailing Center in Boston for both ablebodied and disabled kids

She racked up a lot of frequent-flyer miles. "I'd leave Wednesday night for California, train with Nick on Thursday, Friday, Saturday and half of Sunday, then catch the red-eye back to Boston in time to go to PPSCfor work Monday morning." Life was busy, but life was good. McKinnon-Tucker was part of a promising Skud campaign with a top-notch skipper, and she had two great kids and a husband to help out. But her comeback story was about to hit some serious roadblocks. McKinnon-Tucker was Sipping coffee in Florida, where she and Nick were training prior to the Rolex Miami OCR,when she got a call from her mother in Boston. Her son Trent was being airlifted to the hospital. There was fluid in his brain and a chaplain had been called. A doctor got on the phone: "Maureen, I'm not sure if he'll be alive by the time you get here." Trent pulled through, but the prognosis was bleak: cancer. Scandone gave McKinnonTucker a green light to abandon the Beijing campaign to be with Trent, but she refused. "Nick's disease was to the point where this was his only shot," she says."If I bowed out, he was done. I couldn't do that." They nailed first place at the u.S. ParaIympics Team Trials in Newport, and in 2008 it was off to Beijing. McKinnon-Tucker and Scandone pulled it off and secured their gold medal, defying Scandone's now rapidly declining health and McKinnonTucker's fears for Trent. The pictures from that day show a skipper and his crew with arms raised in triumph. Their wheelchairs were hardly the focal point. The flowers and the medals






McKinnon-Tucker has developed adaptive sailing programs at PPSC, earning it US Sailing's "Outstanding Program for Disabled Sailors" award (twice), but it's only one of several exemplary disabled sailing programs: Piers Park Sailing Center: Boston, MA The free youth development program pairs at-risk youth with disabled children for sailing lessons. Additional options include Sip and Puff sailing (for sailors with limited to no mobility) and HEAL-onthe-water (for the newly disabled or those with degenerative diseases or military service-related injuries). Bay Area Association of Disabled Sailors: San Francisco, CA From regattas to casual sails, the program offers disabled sailors lessons and the latest adaptive technologies, such as the Sip and Puff, and sailing seats for those with limited trunk stability. Judd Goldman Adaptive Sailing Foundation: Chicago, IL JGASP is a public/private partnership with the Chicago Park District and offers a fleet of eight Freedom 20s, eleven Sonars and four 2.4 meter sailboats, available for classes and weekly racing clinics. Freedom Waters Foundation: Naples, FL In addition to adaptive sailing, the organization offers sailing programs for children with cancer and children from at-risk backgrounds. Sailability: Locations Worldwide The organization began in Great Britain with support from the Royal Yachting Association in the 1980s. Local clubs spread to other countries, including Australia, Greece, India and the United States. Today, it's the leading national charity for disabled sailing in the UK; over 15,000 sailors benefit from its activities.

and the tightly clasped hands took precedence. It was a perfect moment that captured the essence of the human spirit. Just a few months later Nick passed away. McKinnon-Tucker was prepared for this from the start-there was always the possibility Nick wouldn't even make it to the games-but the blow still struck hard. "With Nick, you knew it was coming," says friend and PPSCvice chair Jim Donahue. "You could see him getting worse and worse, but it was still awful." McKinnon-Tucker moved past it as best she could, joining Gerry Tiernan of Falmouth, Maine, and Andrew Fisher of Greenwich, Connecticut, in a Sonar campaign for London in 2012. She also connected with a 54-year-old sailor from Massachusetts, Jonathan Evans.The two won the Robbie Pierce Regatta early this past summer, and McKinnon-Tucker began to think she had found her skipper for a 2016 Skud campaign. But the turmoil in her life started up again. She and Dan separated. Then, on Monday, July 12, McKinnon-Tucker called Evans. They chatted for about an hour about life in general and the 2016 Games in particular. That same night he died following a sudden heart attack. So you can't blame McKinnon-Tucker for pausing and tearing up when asked if it's hard to keep pushing, to stay positive. "Karma keeps smacking me around. And I don't want to get known as this black-widow crew who clicks with a skipper and then he dies. It's too melodramatic to be believable." This may be her Achilles' heel, Donahue notes: "She's one of those people who's never 100 percent certain she's doing the right thing. Eventhough she's working so hard at everything she does, she's constantly afraid she's going to make a mistake, or do something wrong." Still, she pushes the doubt down and "resets the button," which for McKinnon-Tucker means throwing herself into the various programs she pioneered at PPSCand campaign training with Fisher and Chris Murphy, who recently replaced Tiernan as jib trimmer on McKinnon's Sonar team. And she's still considering sailing in the 2016 games in a Skud. "This (Sonar) Paralympics campaign does not include spinnakers, and I miss my spinnaker!" she says. "I miss my carbon-fiber pole. I miss my carbon-fiber mast. I miss high-performance sport boats!" In the meantime, she has her kids-her own and her PPSCbunch. Trent has been

three years cancer-free as of this summer and is attending kindergarten on schedule. Dana, now 11, still reminisces about Beijing to her sailing friends at the yacht club in Marblehead where she takes lessons. McKinnon-Tucker just shakes her head. "It seems a little-ironic?-that my daughter is there while her mom is running a free sailing program from a public sailing center. But that's what her friends were doing, so that's what she wanted to do." For a moment, McKinnon-Tucker seems absolutely normal, just another mom roiling her eyes at her preteen daughter's most recent act of rebellion. Then she's off down the ramp to the dock to admonish a group

McKinnon-Tucker and her Sonar crew practice for the Paralympic trials. The late Gerry Tiernan (left) is no longer with the campaign

of youngsters who tied up for a bathroom break and are now lazing around with seemingly no plans to return to the boat. "You still have another half hour," McKinnon-Tucker says briskly. "Come on, back down!"They're back in the boat in seconds. Tough indeed. Jll

Sarah Eberspacher was SAIL's Summer 2011 intern. She's currently working on her ;.....:'" .,,"'" Master's in journalism at Northwestern University







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Simply bttt.r.

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on a Saturday morning in Oshkosh, Wisconsin, day two of the 2010 Northwest hovers around


Yacht Racing Association

(NIYA) championship degrees, typical for late mill about

regatta. The temperature

January. Dozens of iceboat crews and their supporters

the South Side Ice Yacht Club (SSIYC) on the banks of Lake which is covered with hard black ice as far as the


can see. There's just one problem: no wind. Welcome to the world of iceboating, in which patience and a willingness to "chase the ice" wherever and whenever it forms is the name of the game.

In this case, the process of chasing and waiting for the right conditions for the 2010 NIVA championships began days earlier when race committee member Greg Simon of Madison, Wisconsin, started scouting sites for the upcoming event. On the Wednesday before the regatta, after spending hours on the phone, Simon learned from Mike Peters, an SSIVC member, that conditions looked good on Lake Winnebago. According to Peters, the ice was smooth, solid and almost entirely snow-free. Simon made the fateful decision to set the race for Friday through Sunday at SSIVC. Immediately, the news spread through the iceboat community, and sailors from as far away as New England and Minnesota began preparing their boats. Nearly 1,000 miles away, defending Skeeter class champion Dan Clapp of New Jersey received

A fleet of DNs negotiates a mark rounding (above); the A-class Skeeter Insanity fires up its afterburners in ideal iceboating conditions (below)








word of the decision from NIYA secretary Paul Krueger and promptly hauled his boat's 54-inch runners into his shop for a sharpening. Within hours he and his support team were on the road and headed west. Barring any mishaps, they hoped to have their A-class Skeeter Insanity rigged and ready by noon on Thursday. In fact, top iceboat sailors spend far more time maintaining their boats than actually sailing. Runners must be sharp with correct

profiles. Side runners must be perfectly parallel, with cross pieces,or runner "planks," carefully measured for deflection. Masts must be tested for stiffness. Stays and shrouds must be at optimal lengths to allow for loose or tight adjustment depending on the wind condition. But for iceboaters, that's all part of the fun.

Friday morning arrives sunny and clear, a bad sign: a high-pressure system is now

firmly established. Nonetheless, a carnival like atmosphere pervades the SSIYCmooring area. Four different classes are set to compete-the DN, Stern Steer, Renegade and Skeeter classes-and masts from a variety of boats fill the sky, from the world's largest iceboat-the 55-foot A-class stern steerer Deuce-to a g-foot youth-training Ice Optimist. Eventually, Simon, who competes in the Renegade class, and NIYA Commodore Chip


Unlike summer "soft water" sailing where there's a lot of drag on the hull passing through the water, iceboats experience very little friction as their runners skim across the ice, which allows them to regularly sail SIX times the true wind speed. As a result, one of the biggest differences between iceboats and conventional soft-water boats is the role played by apparent wind on a reach or run Sailing upwind in an iceboat is similar to sailing upwind in a soft-water boat. But iceboats are so fast, and the apparent wind goes so far forward off the wind, that gybing downwind is much like sailing a beat, with the apparent wind crossing the bow, the same as when tacking To start a race, skippers stand next to their boats, which are lined up at a close60 SAILMAGAZINE.COM

DNs are easy to spot with their distinctly bowed masts

hauled angle to the wind When the gun sounds, the skippers all push their boats forward in a running start to begin generating apparent wind. Once the boat is moving as fast as the skipper can push it. he or she climbs in, bears away slightly and adjusts the sheet to accelerate

to top speed. Iceboat sails are cut extremely flat to accommodate the narrower tacking angles they experience. Draft depth for an iceboat sail is approximately 5 percent of chord length, compared to 10 percent for a catamaran and 15

percent for a monohull. In the ON class, the middle of the mast is also allowed to curve, or bow, dramatically to leeward, so that the luff of the sail parallels the twist in the leech. The resulting spoon-shaped sail creates a better ratio of lift to drag, and therefore greater speed


Stern steerers are a relic of the 19th century. but still plenty fast (left); a group of young Ice Optimist sailors sprints off the starting line (right)


Sawyer decide to cancel the day's racing, but the fleet takes it in stride. Clapp and other skippers line up their boats for a Skeeter class photo. other sailors discuss the agenda for that evening's annual business meeting. Following the meeting, skippers and their families head back to the yacht club for an oldfashioned Midwestern fish fry. Saturday morning brings more of the same. But the fleet is used to waiting. As midday approaches, Sawyer swaps out his iceboating helmet for a chef's hat. The smell of grilling venison steaks fills the air as he serves lunch to those race organizers who must remain out on the course in anticipation of a change in conditions. Everywhere, you can hear the crunch of metal-spiked boots as sailors make their way to the club for a lunch of brats and sauerkraut. Suddenly, there is wind! The race committee springs into action and takes the unusual step of setting up two separate courses to make up for lost time. The DNs and Stern Steerers will take turns racing on one course, while the Skeeters and Renegades share the other. Simon and Mike Peters volunteer to score and judge the second course, foregoing their chance to compete. Tension builds as boats line up. No one is wondering whether it was worth the wait. Iceboat races are sailed over a windwardleeward course, with the marks ideally placed at least one mile apart. A starting line is set up several hundred feet downwind of the leeward mark. Three laps is typical for most classes, although Skeeters typically sail more because of their speed. On this particular day, the four-lap Skeeter race is over in less time than it takes to sharpen a set of runners-blindingly fast! The high-powered craft scream over the finish line then turn into the wind to stop. Clapp slides Insanity's clear canopy away and nimbly jumps out. He walks over to

congratulate Jay Yaeso, skipper of Haywire, who finished first by only a few seconds. The second race is equally fast, and this time Clapp finishes just ahead of Yaeso. As the sun sets, the fleet sails back to the mooring area. Sails come down and runners are lifted off the ice. All four classes have sailed a full complement of races.

There are two basic types of iceboats, those with a steering skate, or runner, In the stern and those with a steering runner in the bow. Stern steerers typically fly a main and lib, and are divided Into three classes by sail area. Bow steerers appeared in the early 20th century and offer a number of advantages, including the fact that they can be easily singlehanded, are cheaper to build and maintain, and are easily transported. Today there are a number of bow-steering classes, Including the following For a complete list, visit


Sunday morning dawns with the wind turbines along the Lake Winnebago shore spinning madly. Skippers speed out for a few pre-race laps to learn the wind patterns and check for bumpy ice. Clapp wins the first race of the day, giving him a onepoint lead over Yaeso, who finishes in second, setting the stage for an epic finish. The third lap of the fourth and final race sees Clapp and Yaeso running neck and neck asthe tg boats in the Skeeterfleet gybe around the leeward mark. Judge Simon stands with his shotgun ready to signal the first boat across the line. Insanity and Haywire are wound up, screaming downwind side by side. At the very end, Haywire soars ahead of Insanity by the half a runner's length. Clapp and Yaeso finish with six points each overall and will share the NIYA Skeeter title-a great finish to a great regatta. Despite the lack of wind on Friday, all four classes have managed to get in enough races to determine a champion. As for Simon and Peters, their sacrifice has not been lost on the other sailors. "A fine display of sportsmanship that reminds us what good sailing is all about," says Renegade sailor Greg McCormick. Racing concluded, everybody helps each other disassemble their boats. A couple of hours later, the only sign there was a regatta here are the tracks left by the runners on the empty frozen lake. But the memories will last a lifetime.Jt

Typically around 30 feet long, A-class Skeeters reign as the most powerful and sophisticated Iceboats on the planet and can reach speeds over 100 mph. B- and C-class Skeeters have less powerful rigs. internationalskeeterassociation.html

The DN ISthe most popular iceboat in the world. These lightweight 12-footers can be hornebuilt or purchased from specialty boatbuilders.

The Ice Optimist ISa relatively new international class, which uses the Optimist dinghy sail plan to help kids learn iceboating. youthsailing.html


Debra Rosten Whitehorse is the secretary for the Four lakes Ice Yacht Club and the International DN Ice Yacht Racing Association



«($ WorldMags
Edited By Charles J. Doane



Inside:.------ .......
2200'S fuel consumption are variously given as o.g to 1.1liters of methanol per kWh. Let's take the more optimistic number of o.gliters. This gives us an optimal fuel consumption of 1.g8 liters of methanol for 2.2 kWh of output power. The methanol costs at least $4 a liter (depending on where it is purchased), so our fuel cost is a minimum of 1.g8 x 4 = $7.92. This translates to 7.g2/2.2 = $3.60 per kWh. At home, by comparison, you pay just 15 to 20 cents a kWh for power. Of course, electricity generated by any engine-driven mechanism on a boat will also be considerably more expensive than power at home. In theory, onboard generators can produce electricity at between a third of a liter and half a liter per kWh of output power, but in practice the average fuel consumption is often over a liter per kWh. When using the main engine to charge batteries at anchor this can be as high as two liters per kWh. But still, the diesel fuel or gasoline needed to run a generator or engine will cost less than half as much as the methanol for the fuel cell, or a quarter as much in the United States. In the end, the fossil fuel costs will typically be no more than half of what's required to run the fuel cell. Unfortunately, it gets worse. The purchase price of the EFOY 2200 is around $5,000, not including installation costs. It has 3,000 "guaranteed operating hours." If

P.62 TECH NOTES / / Modern fuel cells P.64 KNOW HOW / / Fuel polishing

P.68 SKETCHBOOK / / Covers to keep you cool P.70 ASK SAIL / / You ask, we answer

... , e •• ~~

Tech Notes with Nigel Calder

Fuel Cell Math

Want to install a fuel cell? It's possible, but not yet economical
ver the past year or two, German company SFCEnergy has sold more than 20,000 fuel cells into the RV and recreational marine markets in Europe. With this kind of success it's tempting to believe that fuel cells, after decades of speculation and unfulfilled expectations, may have finally come of age. Unfortunately, this is not the case. The problem is the continuing lack of infrastructure needed to supply hydrogen for fuel cells. The SFCfuel cells, marketed under the EFOY brand name, get around this by breaking a pure grade of methanol (a form of alcohol) into its constituent parts to release the hydrogen they need to run. Methanol can be purchased from dealers in quantities ranging from about a pint to 7 gallons. Let's see how the economics of this might work for a fairly "typical" cruising boat that

consumes around 200 amp-hours (Ah) a day from a 12-volt battery bank (which is actually on the low side for most modern cruising boats). This equates to 200 Ah X 12V = 2,200 watt-hours (Wh), which correlates

In the end, the fossil fuel costs will typically be no more than half of what's required to run the fuel cell
it runs at full output during this time, it will produce around 275 kWh of electricity, which puts the amortized cost at $18 per kWh. This must be added to the fuel cost, so our total energy bill is now running at a

0: W Z


&' exactly with the published output of the largest EFOYfuel cell, which is called the EFOY2200 (2200 refers to the watt-hours produced over 24 hours). The published numbers for the EFOY in ur




o o




searchers for years. Breakthroughs were forecast for 2011, but these have not materialized. It's easier to get a clean supply of hydrogen from natural gas, which is a principal source of hydrogen in the industrial world, but there is no infrastructure for this in the marine world. However, bottled propane gas is commonly used on boats. Fuel cells that run on propane are in development, and such a product may come to market reasonably soon, but it remains to be seen how cost-effective it will be. Several years ago Frauscher, an Austrian builder of sporty powerboats, produced a runabout powered by a 4-kW fuel cell from Fronius, another Austrian company. Hydrogen for the fuel cell was created by using solar power to split water into its constituent parts of hydrogen and oxygen. The hydrogen was pumped into cylinders at high pressure for use on the boat. Interestingly, a similar concept has been proposed for harvesting power from offshore wind platforms. Rather than lay expensive cables to the platforms, the wind power would be used to make hydrogen from seawater. This could be stored on the platform, and then periodically shipped to shore in barges. In the Frauscher scenario, however, this makes little sense. Here solar-generated electricity is used to make hydrogen, which is transported to the boat in bottles and is then used to make electricity. Given all the losses in the system, at best only 25 percent of the electricity going in one end is coming out the other. The same solargenerated electricity could, for example, be transported through the electrical grid and transferred to batteries on the boat for use onboard with total losses of maybe 50 percent if conventional lead-acid batteries are used, or perhaps as low as 15 percent if lithium batteries are used. Much as it grieves me to say this, until there is a cost-effective way to supply hydrogen to onboard fuel cells, the technology will not be a competitive means of fulfilling our ever-increasing energy needs on boats. I'm afraid that prime time for fuel cells is still some way off. Jl

staggering $20+ per kWh. And this assumes optimal performance. Even if the fuel cell runs for 6,000 hours, the amortized cost is $9 per kWh and the total cost over $12 per kWh. If you make the same calculations based on various life expectancy and usage assumptions for an onboard generator or propulsion engine used for battery charging you'll see amortized costs of up to $6.00 per kWh. Not that I'm trying to knock fuel cells. I think what SFC is doing is great, and fuel cells, of course, have other important benefits, such as nearly silent power production and lower emissions. I would love to see fuel cells become a rational option. But it must be recognized that from an economic perspective they still make little sense. The fuel consumption and cost per kWh is too high, and the amortized cost per kWh is typically off the charts. I had hoped that this year we would see the fuel issue la rgely resolved. For decades people have been working to

find a way to obtain hydrogen from diesel, gasoline and other widely available affordable hydrocarbons. Splitting the hydrogen from the carbon is not that hard. The carbon combines with oxygen in the air, leaving hydrogen for the fuel cell. The problems are twofold: sulfur (which is found in almost all diesel fuel) and carbon monoxide are often by-products.lf even trace amounts reach the fuel cell, they poison the system. The puzzle of cost-effectively producing either a clean enough hydrogen supply and/or a fuel cell that can tolerate sulfur and carbon monoxide has defeated teams of re-

Nigel Calder has written many technical articles and books, among them Nigel Calder's Cruising Handbook, published by International Marine







Polish Your Fuel

And your engine will thank you for it I

na perfect world the fuel you put into your diesel tank would always be free of contaminants, water and dirt. Sadly, the world is not ideal, and the fuel you buy is often full of all sorts of stuff that can do nasty things to your engine. One would think, too, that once fuel is in a tank it would be safe from further degradation, but this is not so. As a tank heats up and cools down, moist air is drawn in through its vent. This moisture then condenses on the surface of the fuel and sinks to the bottom of the tank, where it either accumulates or mixes with the fuel as the boat moves and is carried through to the engine.

Most marine diesels these days have both a large primary filter and a secondary filter to clean fuel before it reaches their injectors. The filters catch small amounts of dirt and water, but only when the engine is running, which can be a problem on sailboats where the engine is run infrequently. What works better is a system that regularly filters fuel when the engine is not running. Fuel "polishers" like this have been available on large power yachts for many years, but only recently have sailors realized they may be a good idea on their boats, too. In its most basic form a fuel polisher is simply a pump and a filter through which fuel is drawn and then sent back to the tank.

Even a modest system can process 50 gallons per hour and, if run a couple oftimes a week, it will keep fuel in tip-top condition. Many fuel polishers incorporate automatic timers that can be programmed to switch on and polish fuel when a boat is left unattended. This is a great option for boats that are laid up during the winter, though it does require that a battery be left aboard to supply power to the pump. Power consumption, however, even for a fairly large system, will be less than 2 amps so you can use a smaller, cheaper battery for the job if you like. There are two basic installation variations. You can either create a dedicated fuel-polishing loop or incorporate the fuel polisher into the feed to the engine. With bigger engines it may be better to have a dedicated loop, especially when the fuel tank feeds more than one engine (for example, a large propulsion engine and a smaller generator). I have only a small auxiliary engine, so I opted to install my polisher in my fuel feed line. Adding an additional filter into the line allowed me to do away with the rather small primary filter I installed when I built the boat. Much more fuel is sucked up than can be used by the engine, and this excess fuel passes through the polishing module and returns to the tank by the return line. My fuel tank holds only six gallons, and the polisher passes more than 10 gallons an hour through the filter with the engine

fuel return [ine

'fuel supply

fuel tank


Example of a simple fuel polishing system with polisher teed into an existing fuel supply line. When the engine isn't running, the polishing pump, or "module;' continues to pull fuel through the filter and sends it back to the tank

running. Thus, all my fuel passes through the filter three times in just a couple of hours of motoring, which is more than enough to keep it in tip-top condition. I bought my Racor fuel-polishing kit, which contained a filter, pump module, pipe and fittings, for around $550. If you want to add a timer, expect to spend another $150.

polishing filter, pump and any other components in your system. This will help you determine pipe or hose runs before you cut into your existing system. My system has only two main components: the filter and the pump. I installed these on a bulkhead inside a locker fairly close to the fuel tank. A fuel polisher need not be installed in the engine space. Engine room space is often limited, and installing another piece of hardware will make changing filters that much harder. Also, the filter needs to be installed vertically. 64 SAILMAGAZINE.COM

Draw a where 1want to plan of the you install





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could find its way to the injector pump.

If fuel cut the of 3 orteeing into an existinga saw, line,the swartline with a setthe cutters a knife. Avoid using as will get into fuel and Install a nylon tee fitting and secure the pipes or hoses with stainless pipe clamps. Ensure that the pipe or hose is ABYC-approved for use with fuel.







the filter in a convenient position. Remember the 6 Bolt change you will have to getYou'lltop off later to the filter element. also need access to the bottom of the separator bowl to drain off any water that gathers there.

Note that the filter is marked to show which way fuel flows in and out.

module can be close to the filter. Leave the to 8 The pump cover tapes in placeyou prevent contaminants getting inside until are ready to connect up the fuel lines. You will need brass NPT fittings to screw into the module and filter. Use Teflon tape to seal the threads, but keep it back from the ends so bits don't find their way into the fuel.

the top of the module goes back to the tank as the return. The line on the right is the suction line; the line to the left feeds the engine.

Nip the fittings 1 0 over-tighten. up, but don't Everything connected up. Compare 11 to the diagram. The line coming out this of

Double-check all connections to ensure there are no air leaks. Although the polisher does not directly feed fuel to the engine, leaks on the vacuum side of the pump can lead to air finding its way into the fuel system when the polisher is not running. Connect the pump module to a spare breaker. If installing a timer, the wiring will be a little more complicated. I just had to run a couple of wires to a spare breaker at the chart table, so I can turn on the polisher when I choose.



FormerSAIL editorMarkCorke is still a frequent contributor and blogs regularlyat


Algae-X International, Davco Technology, Gulf Coast Filters, KTI Systems, Racor, Rei Technologies, Stanadyne Power Products, Walker Engineering Enterprises,






less likely to distort the pipe. If you're the 1don't cutusing copper pipe for pipe fuel runs, it with a hacksaw; a cutter is Slide on the clamping nut. inside the pipe

3 Then slip the brass ferrule

4 5

Push the pipe into the fitting then tighten with the correct-size wrench. The neat completed joint.


Keeping Cool on Board

BY DICK EVERITT A. A sun parasol is effective, and the handles for some will even fit into the handle sockets on winches. B. Hanging a cheap tarpaulin over the boom keeps the sun (and rain) off, but the thin material can flap noisily in the wind. C. If you or your kids want an afternoon nap in the forepeak, you can hang your inflatable on a halyard over the hatch to keep the sun out. D. Any awning that can be kept up while sailing is ideal. Simple ones with a couple of battens lashed to the backstays work fine. Leaving gaps in the canvas lets you tie rigging lines directly to the battens and saves having to install eyelets. E. A radar arch and a boom gallows can be used to support an awning that also doubles as a rain-catcher ... F. ...or you can fit an arch with fold-out awnings. Plastic roll-up dodger windows let the breeze in; G. Biminis come in all shapes and sizes. Some can support solar panels. Side and rear curtains can also be rigged to create more shade H. Some biminis can fit around backstays; a window allows you to see the sails. I. Extensions can be added.

Modern rollup window material lets the breeze in

J. In very hot places, a full-length awning will keep the cabin several degrees cooler. Dark colors don't show the dirt so much, but light colors reflect more heat. Roll-up side curtains can allow access to the side decks and a boarding ladder

K. Heavier canvas and webbing reinforcing tapes will keep an awning from flapping too much. A boom awning can be extended aft with a slot to accommodate the topping lift. A batten can be used to stiffen the aft edge.

L. An awning supported by hooped tent poles fixed on the rail will have more usable space underneath. 68 SAILMAGAZINE.COM M. Long battens can also create extra space. An awning that is white on the outside and darker on the inside will reflect more heat and reduce glare.

Dick Everitt has sailed many thousands of miles in various parts of the world. He has been an illustrator, journalist and engineer for over 40 years



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antenna on a spreader to avoid any conflict, but then the mast will obstruct the WiFi signal when the boat sits at certain angles. The great advantage of mounting the antenna at the top of the mast is that it is above potential obstructions.

Gordon West is an electronics expert who specializes in radio communications. Don Casey has written many books and articles on marine maintenance and repairs. Win Fowler has built sails for America's Cup boats, coastal cruisers and one-design racers. Nigel Calder is an author and expert on boat systems and diesel engines.

I need to buy new sails for my Pearson 36. There are so many .... sailmakers to choose from. Where should I start?




~y~a~!r ~~~~k~ng overtime! Whenever a big ship gets within .... a mile of me, I see phantom radar targets both ahead and astern of the big ship on the scope. Is this normal?

minimize these weak echoes. Likely that big ship also has its radar turned on, and FTCmay help minimize those circular interference lines that speckle your screen when navigating in close quarters with commercial shipping.

GORDON WEST REPLIES: This isvery normal, especiallyon sailboats with small gimbaled radar antennas mounted on a backstay. Your radar antenna emits and receives microwave energy, which is concentrated in a main lobe. On most sailboat radars, this lobe of energy is formed within a rotating antenna element called a phased array. One characteristic of a phased-array antenna, as opposed to big rotating parabolic dishes found on large vessels, is that it also creates pronounced "side lobes" about 45 degrees off the main lobe. These unavoidable side lobes of energy may cause a large target at close range to exhibit a ghost image of itself ahead and astern of the main target you see on the screen. To minimize this side-lobe response, you can manually decrease receiver gain or turn on FTC(Fast Time Control), which may help

edition of SAIL, with the story by Don Casey ("A Move.... able Feast") describing a lowbudget DIY approach to improving WiFi connectivity while afloat, was excellent. My question is, would the same setup work on our sloop with a VHF antenna on top of the mast? Will the close proximity of the VHF and WiFi antennas force us to use only one at a time due to interference concerns?

-+ The August


DON CASEY REPLIES: Interference between a WiFi antenna and an adjacent VHF antenna is not impossible, but it is unlikely. Mount the WiFi unit on the opposite side of the mast from the existing VHF antenna and they should coexist peacefully. Some people recommend mounting a WiFi

WIN FOWLER REPLIES: The first step when buying sails, like almost anything else, is to establish you r own priorities. What factors are important to you-price, performance, durability, ease of handling? How and where do you plan to use your boat, and how long do you plan to keep it? As a local sailmaker myself, I have to acknowledge my own bias. Here it is: Buying sails online will likely be your least expensive option, but you'll get a "cookie-cutter" product, built far, far away. You will have to take measurements yourself, and any problems with the end product may be difficult or impossible to rectify without spending more time and money. The local representative of a large national company can offer a large variety of choices to help you address your priorities. They are typically trained to help you pick from a range of standard products and options. If something in their product line matches your priorities,you will probably be happy with the result. Your new sails will still be designed and built far away, but your local rep will help handle any problems. An independent local sailmaker can be the best choice if you want a truly custom product that perfectly suits your needs. Your business will likely be more important to him or her than it is to a big company. The problem is that the quality of work performed by local sailmakers can vary widely. So my most important recommendation is to get input from other sailors in your area who have similar needs and have recently purchased sails. Their experiences can be enormously valuable.

ur Z

o '"




II Got a question?





-+ I have a Yanmar 3YM30 diesel en-

gine with less than 100 hours on .... it. Presently, it won't come up to speed underway and can only run at about 2,800 rpm max. Unloaded in neutral, however, it easily goes to 3,600 rpm. The engine has always easily pushed my boat, a Beneteau Ocean is 351,at hull speed. The hull is clean and there is no fouling of the prop. The first time this happened I had the

primary filter changed. Testing afterwards, dockside and underway, all seemed fine. Now, with 1.7 hours on the new filter, the engine is doing the same thing and the filter is still very clean. My thought is the fuel tank pickup is fouled and some fuel polishing and a thorough tank cleaning may be in order. I'm not sure this has ever been done.

NIGELCALDERREPLIES: If the hull and prop are clean and the prop has not been changed, you are correct in assuming this is most likely a fuel restriction problem. You should also change the secondary filter, as well as the primary filter. There is often a filter screen in the top ofthe lift pump, which on rare occasions may get plugged up. There may also be a filter screen on the pick-up tube, which is not a good place to be filtering anything. If you can't accessthe end of the tube, you can disconnect the fuel line at the tank and poke a wire down the tube to punch holes in any screen. Lastly,there could be an accumulation of crud in the fuel lines. You should try to blow them out. A periodic tank cleaning is always a good idea. At the least, you should try to insert a tube to the lowest spot in the tank and suck out any contamination. If there is very little, you can safely assume the tank is clean. If there is a lot, try to clean the tank more thoroughly, which often is not easy. Jl



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MARINEMAX P.77 888-461-5497, m SAILCARIBE 787-889-1978, s THE MOORINGS 888-952-8420, TMMYACHTCHARTERS 800-633-0155, your drink when you're heeled over. 15)COLLAPSIBLE KITE:A small parachute-type kite takes up little space, adds little weight and will provide hours offun on the beach. 16) PRE-MADESPICEPACKETS: Spices can be expensive and tough to find in the islands, so pre-planning meals pays off in spades (not to mention flavors). 17)BIODEGRADABLE SOAP: ith a multipurpose W biodegradable soap like Dr. Bronner's 80z. Magic All-One Soap ($6.39,, you can wash your clothes, dishes and self on deck without creating a drop of pollution. 18)WATERPROOF HANDHELDVHF: This allows you to communicate with your crew on shore, in the dinghy and on the boat. 19)12-VOLT OUTLET EXPANDER: This turns one outlet into three, which is handy for a big crew carrying lots of electronics. 20) FUN MOBILEAPPS: In addition to functional apps for weather and navigation, download some fun apps, such as StarMap 3D ($1.99,, which identifies stars in whichever direction you're looking. Perhaps the best advice comes from Scott Farquharson of Dream Yacht Charters who suggests: "Pack your bag with everything you think you need, take half out, pack up again, then take half out again.".5t P.84 P.79 P.78


Three bags down to one. That's what happened on my very first charter vacation, many moons ago. I started the trip with three overstuffed duffels and-following a luggage revolt that involved burst zippers, torn-off wheels and ripped handles-returned with only one. I stuffed the superfluous items from bags two and three into new bags, shipped them home, and felt humbled. Since then I've mastered the art of packing for a charter. Space is always at a premium, so I've learned to prioritize what's worth carryingto a boat and what's not. I've also learned that the most useful items are typically small, easy to pack and capable of serving multiple purposes. Most importantly, I've learned to include items that are used exclusively for fun. HERE'SMY CHARTERPACKING LIST 1) UNDERWATERLASHLIGHT: F These are useful for nighttime dinghy rides and can also provide an underwater spectacle back at the boat. Tie a line to it and lower it into the water, then watch as the tarpon put on a show. 2) LONGER WINCH HANDLE:Of course, charter companies provide winch handles, but if you want more leverage, pack your own.




iPod to the boat's stereo. 5) CORKSCREW: Every charter boat should have one, but by Murphy's Law it's bound to go missing. Pack an extra just in case. 6) CHAPSTICK WITHSPF: ecausethere's nothing B more uncomfortable than sunburned lips. 7) SHORTLENGTHOF LINE: This can serve many purposes: tying floats to the stern, hanging a clothesline, or stringing a messenger line to a friend's boat. 8) HAT LEASHAND CROAKIES: hey're cheap T and small, yet serve as insurance for that pair of pricey shades or that lucky hat. 9) QUICK-DRYTOWELS:These are effective, compact and ideal for drying off after a deck shower. ($26.50, 10) GINGER CHEWS: Seasickness remedies abound, but these are a personal favorite.
11) HEADLAMP:For late-night

anchor checks or fridge raids, a hands-free flashlight will save you from having to switch on the lights.

you're addicted to mobile devices or plan to run your charter without a generator, these are a good charging alternative. 4) IPOD AUDIO CORD:Your music is only as good as your ability to play it. A doubleended car stereo cable will let you link your 76 SAILMAGAZINE.COM I DECEMBER 2011

12) LUBRICATION: small bottle of dry lube A gets salty mainsheets and travelers moving again. Dish soap is a decent alternative. 13) GLOW STICKS: Useful for emergencies; tons of fun for the kids. 14)SUCTION-CUP KOOZIES: These are ideal for boats without cup holders. They'll even hold

,. :;;

~ ur '" ~ :;;
Q. W

Kevin LaFond (Capt. Kev) is a regular in the BVIand the owner and publisher of



iii 15 I

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with locations in: Fort Lauderdale, FL Marsh Harbour, Bahamas St. Thomas, U.S. Virgin Islands Newport, RI

ASA School of the Year

Learn to Sail, Learn to Cruise!

Liveaboard cruising courses, 3 days to 3 weeks.
Earn ASA Certifications in:

Basic Sailing' Coastal Cruising • Bareboat Chartering Cruising Catamaran • Coastal Navigation Advanced Coastal Cruising • Celestial Navigation Offshore Passage making Also Available: Private and Own Boat Instruction


Yellow Rose is a highly refined and continually upgraded Gulfstar Sail master 55 that is ideal for a couple to explore the islands or liveaboard. Her lines are elegant and timeless. The exquisite teak interior is warm and inviting. She features an open and airy raised main salon, a huge Gourmet Galley, separate dinette

and even an inside steering station. The in-mast furling, bow thruster and walk-in cockpit with a hardtop make handling easy and comfortable. The current owners have sailed Yellow Rose extensively for over ij years from the Great Lakes to Grenada and have decided to pursue other adventures. Joe Zammataro, CPYB Drive, Palmetto, FI 34221

Massey Yacht Sales & Sales • 1015 Riverside P: 727-527-2800·

2005 Beneteau 473 - Loaded wi beautiful blue hull. 3 stateroom version in excellent condition, loaded with Fisher-Panda genset, upgraded batteries, air conditioning & heat, bow thruster, nice canvas with full enclosure, full compliment of electronics, plus many other options. Priced to sell and if purchase prior to Dec. 1,2011 we will include free winter storage and launch fees in the spring. Not available for co-brokerage, and asking $239,000. BLUENOSE YACHT SALES Newport, RI and South Portland,

Premium Island Packet 380 2003t - Outstanding equipment, ready to sail away for extended cruising. Blue Moon has logged over 5000 cruising miles, definitely a proven blue water, go anywhere, home away from home cruising sailboat! This vessel is for the serious buyer that knows what they want. The owner has left nothing undone, many upgrades. Contact John McNally to start your sailing adventure on your new Island Packet Yacht! $249,500 MASSEY YACHT SALES 3 locations in Florida: Palmetto - St Petersburg - Stuart P: 561262-3672.


P: 877-695-6538 • Email:




Since 1977

Covering Florida Like the Florida S

«($ WorldMags

Jennifer Stewart Alan Baines Randy Altemus Newport USA Phone 1 401 8468404 Email Lymington United Kingdom Phone 011 441590679222 Email Golfe-Juan France Phone 011 33493636 680 Email
Palma de Mallorca Spain Phone 011 34 971 213 073 Email

MORRIS 46 (1999): A very nice shoal draft Morris 46. whose original owner has completed two Trans-Atlantics. one to Scotland returning via Azores and Bermuda, and the other to Ireland returning via Spain and the Azores. DIVA has also done several Bermuda races. Her Paine/ Morris shoal keel of 5.5' expands her cruising capabilities, and with a deck layout designed for short handed sailing, DIVA is the periect boat for a family to cruise anywhere. Two double cabins below. two heads (aft with stall shower). watermaker. heating system. with a large comfortable cockit with plenty of on deck storage. Out of water for the season and always inside stored, currently at Jamestown Boat Yard, and very realistically priced at $399,000.

MOODY 45DS (2011): Just introduced to the US market, with approx. fifty sister ships in various parts of the world I A luxurv cruising design by Bill Dixon with a nicely shaped L-keel, combined with twin rudder steering and an optimized cruising sail plan promises fast passage making under sail and also offers the advantages of motor sailing with her powerful 11OHPengine. This version has the very elegant mahogany interior with a huge master/en suite head, and two additional double cabins. With the galley and living area in the deck salon, this is a periect live aboard for relaxed cruising or for making a long passage in comfort I Huge on deck storage, including dinghy storage aft, and a fold down swim platform. Lying in Jamestown, RI. Call for details!

OMEGA CUSTOM 46 (2002): Lovely Ron Holland design, built by Techno Yachts AB of Sweden with custom carbonfiber rudder and rudder post, with a total weight of 45 lbsl This original owner has completed two Atlantic crossings, and maintains the boat in pristine condition. Powered by a Yanmar 56HP/two Racor filters with upgraded 150 amp alternator. new house batteries, and charger UK Main with brand new #3 w/tape drive, lazy jacks, electric main halyard winch, and new running rigging in 2010. Electronics include ST 70's package, GPS/Chart plotter. Icom VHF/ SSB, and Navtex messaging system. Lying in Easton, MD at $299,000.

SWAN 48 (2002): Beautiful blue hulled 3 cabin late model version with custom interior layout (double and sing Ie berth cabins forward), Ultra suede interior cushions, and extensive electronics, larger 92 HP engine, heater/waterrnaker. masthead rig, bow sprit. teak decks, windlass, lOman lileraft. electric winches (3) and much more! Has done the ARC with her first owner, the Bermuda race with a family crew, and spends most of her sailing days based in Nantucket. Brand new Quantum Fusion M sails in 2011, and as her owner is buying a larger Swan, this is the best value on a Swan 48! Lying Jamestown Boat Yard at $499,000_

SWAN 53 (1990): Upon inspection, you would find it difficult to believe this Swan's age, as it is impeccably maintained, and the interior woodwork is in beautiful condition. Her owner sailed her to Hawaii and back this past season for fun, and is now looking in to a larger Swan for more long range cruising. Maintenance this year included new rudder bearings, rebuilding gearbox, new batteries. voltage regular/inverter/charter/battery monitor/transformer, West epoxy on underbody, shaft removed/new shaft seal/cutlass bearing, and so on. all supervised by a very experienced captain. Cruisinq the West Coast at $399,000.

NAJAD 405 (2007): Beautifully specified and maintained fresh water example of the fast and fun Najad 405 center cockpit cruising sailboat. With Judel/vrolicb's design pedigree, and Naiads unsurpassed build quality, you have a boat that sails as well as she looks. LUGNUTS has competed in the last three Chicago Mac races, and has always done well in her class Additionally, she came through the 100 mph line squall in the 2011 race with no problems. Loaded with equipment, including heat and air conditioning, plus a shallow draft keel. making this boat thoroughly desirable. Asking $399,000.

SWAN Specialists for over 30 years as well as other high quality yachts for the discerning buyer and seller




JUDITH ANNEis a one-owner boat built to his exact specifications. Hull #13 of 16.JUDITH ANNEhas always had the best of care and remains a beautifully kept, world cruiser or comfortable, coastwise cruiser. Westbrook, CT $725,000

1993 Hinckley Sou'wester 59 CC

DAIIANII - Kevlar/E-glass hull, carbon mast, stoway/cutter rig with keel+centerbrd, electric winches, bow thruster, generator. 3-cabin, cherry interior, AC/heat. Mostly Capt. maintained. New teak decks last year, beautiful varnish. Exceptional. SWHarbor, ME $725,000

1996 Hinckley Sou'wester 52

CATHERINEhas a keel/centerboard underbody, stoway rig, 2 staterooms, generator, AC,watermaker, new sails, and more. Well maintained, she is a true "turn-key" yacht. Southwest Harbor, ME $485,000

1985 Hinckley Sou'wester 51

The most remarkable thing about FREYAis the extent of the refit in this "0" layout 50 with Stowboom. Winter of 2006, I believe this was most extensive (and expensive) reconditioning of any Sou'wester 50 ever. FREYA a Gem! Southwest Harbor, ME $395,000 is

1976 Hinckley Sou'wester 50

SWEETCAROLINEis finished off in a Herreshoff-style interior with cherry trim and set up for shorthanded sailing. Leisure Furl boom, powered winches, lifting keel, retractable bow thruster, autopilot, teak decks, etc. Excellent. Portsmouth, RI $675,000

2006 Hinckley Day Sailer 42

JOYFULis a cutter-rigged, stoway sloop with Herreshoff-style interior. Always meticulously maintained, updated, and equipped for blue water cruising. Loaded and ready to sail away. Southwest Harbor, ME $295,000

1984 Hinckley Sou'wester 42

ARETEis a classic yawl-rigged early Mark IIl. Sleeps 6. Pleasurable cruising plus reversecycle heal/AC & tiled fireplace. Lots of recent work. She has made one owner very happy for past 37 years and is still ready to please. Oxford, MD $140,000

1972 Hinckley Bermuda 40 MKIII

LEGACY a huge 2003 refit at Hinckley, Maine. Since then, she has been lovingly taken had care of by her owner who sails out of Charleston, SC and winters her at Hinckley in MD.She is a prize for an older Bermuda 40. Southwest Harbor, ME $250,000

1967 Hinckley Bermuda 40 Custom

Bavaria 36 (3C/IH) 2011 The fourth design to come from the collaboration between Farr Yacht Design, BMW Designworks USA and Bavaria. Demonstrating all the impressive traits of the Bavaria range, she offers superb accommodation, a large lowering transom and a modern interior. May remain in charter fleet. Located BVI at US$179,000. Bavaria 45 (3C/3H) 2011 Bavaria's new Cruiser 45, designed and developed in cooperation with Farr Yacht Design and award winning BMW Designworks USA, gives exceptional sailing performance. Twin rudders and steering positions, a spacious cockpit and a large lowering transom are all new exterior features. Interior is light, spacious and well ventilated providing perfect comfort for cruising. May remain in charter fleet. Located BVI and Grenada, only two available at US$278,000. Bavaria 36 (3C/IH) 2003 + (2C/IH) 2003 Custom upgrades ensure that sail handling requires minimum effort. Well-appointed, fastest in class. Well appointed and a performer 2011 BVI Spring Regatta class winner. Two and three cabin available. Located BVl. Reduced, were US$89,OOO now US$69,OOO. Bavaria 40 (3C/2H) 2009 Very comfortable modern classic. Engine upgrade and comprehensive specifications including R.I.B. and outboard. Located Antigua US$179,OOO.

Lagoon 420 (4C/4H/AC) 2007 The Lagoon 420 catamaran, with diesel propulsion, benefits from wide uncluttered decks, allowing easy movement under sail and at anchor. The design of the helm station allows the yacht to be sailed short handed. Electric winches, AC, gen. and new Quantum jib and main. Located BV/. Reduced, was US$399,OOO now US$375,OOO. Bavaria 42 (3C/2H) 2005 Powerful, capable passage-maker with twin helms. Sistership available in Grenada. Located BVl and Grenada. From US$125,OOO. Bavaria 46 (4C/2H) 2005 Innovative layout, impressive sailing ability and Bavaria heritage. Undoubtedly one of the best boats in the market today. Located BVl US$220,OOO. }eanneau S049 (Convertible 4 dbl cabins ,4H) 2005 Equipped with AC, autopilot, electric winches, Raymarine Cl20 colour GPS and chart plotter, bowthruster, generator and inverter. Dual steering positions and all lines to the fully battened mainsail and jib lead to the cockpit. Located BV/. Reduced, was US$309,OOO now US$277,OOO.

www.horizon .. acht.. y s

Phone 284 494 8787 • Toll free 877 494 8787 •

Bluenose Yacht Sales Jeanneau has several new, exciting models for 2012 including the 379, 439, 44DS and the flagship 509. We have several of these new models available and the picture to the left shows the Jeanneau 439 we have now in stock and available with fall boat show discounts. Call us to arrange for a private showing and to discuss any other models that might be of interest. Our success in new boat sales for Jeanneau is based upon excellent after-sales support, in depth knowledge of the models features and benefits and Jeanneau's long term reputation for quality engineering, design and performance.






60' 54' 54' 54' 49' 49' 47' 47' 47' 45' 45' 43' 1938 Alden Schooner - reduced $400.000 2008 CNB Bordeaux 60 - factory 1 yr warranty $1.120.000 2010 Jeanneau 54DS $689.000 2006 Jeanneau 54DS - reduced $449.000 1988 Mason PAEmint SOLD 2007 Jeanneau 49DS SOLD 2005 Jeanneau 49DS $425.000 2005 Beneteau 473 - bluehull.full options.reduced..$229.000 1997 Sabreline 47 - fast trawler $324.500 1973 Cheoy Lee $128.000 2003 Cabo Rico 45 - mint.. $499.000 2003 X Yachts IMX45 $349.000 1997 Sceptre 43 - fully loaded $215.000

42' 42' 42' 40' 40' 40' 39' 38' 38' 38' 37' 34' 33' 2000 Catalina 42 $145.900 2000 Island Packet420 $319.000 1930 Rhodes 42 - reduced $ 99.000 2004 Jeanneau 40.3 - reduced $149.800 2001 C&C 121 $184.500 2001 Bavaria 40 $119.000 2003 Mainship 390 - twin diesels $159.000 2010 C&C 115 - NEW $240.000 2006 C&C 115 -low hours $185.000 2000 Catalina 380 - very nice condition $120.000 1997 Hunter 376 - excellent condition. reduced ..$ 59.900 2006 Mainship 34 Trawler - twin diesels $219.000 2008 E33 Day-sailor - racing $176.000



B I uenose Ya m
TOLL FREE: 877.695.6538 EMAIL: bluenoseyachts@gmaiLcom MAINE: 866.771. 9935

One Commercial Wharf, Newport, Rhode Island I 231 Front Street, South Portland, Maine

Looking for a Beneteau, Jeanneau, Lagoon, or Leopard Catamaran?

We have the world's largest collection oflate model, well maintained yachts from the world's foremost boat builders. The yachts featured here are just some of what's currently available and ready to be sailed home! Don't miss out on this great opportunity.



47 Aft Cockpit



40 AC

2008 Passport 470 Center Cockpit

Fully equipped for cruising and ready to go. Shoal draft, three staterooms. Priced well below replacement. Asking $697,500


Tartan 3700

Spectacular Bob Perry design. Major refit in 07/08. Ready to cruise Very well priced at $229,000.

Rare late model, tall rig, updated classic Passport 40 in great condition. Asking $184,900.

The perfect, fast, coastal cruiser. Dark blue hull, 5' draft, carbon fiber rig, new auto pilot & gennaker. Asking $224,000.



44 CC


Gozzard 41 Aft Cockpit

2000 Passport 456 Center Cockpit

Rare offering of this reverse transom model Passport. Asking $420,000.



470 AC

Bob Perry designed center cockpit loaded with custom features. A tremendous value. Asking $349,000.

Rare and gorgeous cruising sailboat. Esthetically a show-stopper and sails as well as she looks! Asking $390,000.

Three staterooms and recent refit. Asking $345,000.



470 AC



615 TC



515 CC



470 CC

Very well equipped proven passage maker. Asking $385,000.

Completely equipped for world cruising. 3 staterooms & walk-in engine room. Just reduced to $1 ,795.000.

Excellent condition w/ 3 stateroom layout. Shoal draft, bow thruster, A/C, E120 and E8o, AC and wind generators. Asking $895,000.

No expense was spared equipping and outfitting this like new blue water yacht of unparalleled quality. Asking only $639,500.

For more information on these and other previously owned yachts, please contact us: ANNAPOLIS: Yacht Haven, 326 First Street, Ste. 404, Annapolis, MD 21403





CLASSIFIED SALES MANAGER Andrea Ethier 415-785-4076

Chesapeake Bay

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Swan 48. BVI, St. itinerary and sail pppw or

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