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... now won two events in Season 4.&nbsp;]]></media:description><media:credi ...
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                    <p>When I showed up for the sea trial of the Seawind 117 ...

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<?xml version="1.0" encoding="UTF-8"?><rss xmlns:dc="http://purl.org/dc/elements/1.1/" xmlns:content="http://purl.org/rss/1.0/modules/content/" xmlns:atom="http://www.w3.org/2005/Atom" version="2.0" xmlns:media="http://search.yahoo.com/mrss/"><channel><title><![CDATA[Sail Magazine]]></title><description><![CDATA[SAIL Magazine is the magazine of record on the sailing way of life. Whether it’s cruising, racing, or lifestyle, our editorial mission is to inspire, educate and entertain sailors of every kind and to celebrate the sport in words and images.]]></description><link>https://www.sailmagazine.com</link><image><url>https://www.sailmagazine.com/site/images/apple-touch-icon.png</url><title>Sail Magazine</title><link>https://www.sailmagazine.com</link></image><generator>Tempest</generator><lastBuildDate>Wed, 08 May 2024 06:57:55 GMT</lastBuildDate><atom:link href="https://www.sailmagazine.com/.rss/full/" rel="self" type="application/rss+xml"/><pubDate>Wed, 08 May 2024 06:57:55 GMT</pubDate><copyright><![CDATA[Active Interest Media All Rights Reserved]]></copyright><language><![CDATA[en-us]]></language><atom:link href="https://pubsubhubbub.appspot.com/" rel="hub"/><item><title><![CDATA[SailGP Bermuda ]]></title><description><![CDATA[My visit to the Bermuda stopover of SailGP’s Season 4 circuit came with a few revelations. I’m based in Boston, and the first surprise came in realizing that in terms of travel time, the Bermuda stopover was actually closer to me than next month’s New York stopover. The flight was under 2 hours. ...]]></description><link>https://www.sailmagazine.com/racing/sailgp-bermuda-</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/sailgp-bermuda-</guid><category><![CDATA[Sail Racing]]></category><category><![CDATA[SailGP]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Lydia Mullan]]></dc:creator><pubDate>Tue, 07 May 2024 19:50:17 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwODU0OTMx/img_0227.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Team Spain has now won two events in Season 4. Photo&colon; Lydia Mullan</figcaption>
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My visit to the Bermuda stopover of SailGP’s Season 4 circuit came with a few revelations. I’m based in Boston, and the first surprise came in realizing that in terms of travel time, the Bermuda stopover was actually closer to me than next month’s New York stopover. The flight was under 2 hours. I’ll be the first to admit that I have been somewhat skeptical of SailGP and their ultra high-tech racing program. Like many sailing traditionalists, I find that there’s a romance lacking in the modern flying contraptions developed by the America’s Cup and SailGP. However, that’s exactly where I went wrong—in mentally grouping the America’s Cup and SailGP together. Anyone would be excused for making the same mistake. Racing short course foiling machines, significant crossover in the athletes participating, and one being born from the other...the identities of the two events are tangled. SailGP was created by 2013 America’s Cup principals Larry Ellison and Russel Coutts who saw the structure and the challenges presented by the Deed of the Gift from the inside and wanted to create something new that solved the modern Cup’s problems. In starting fresh, they could design a program that wasn’t bogged down by the America’s Cup’s baggage (and I don’t mean the history and the legacy of the America’s Cup; I think we can all agree that some of the most incredible moments in sailing history have happened on the Cups venerable circuit). But by starting fresh, SailGP was able to incorporate new programs and better infrastructure for sustainability and the future of the sport. They did away with the secrecy and the design competition, they made space for new athletes, and they prioritized the spectator over the sponsor. In order to make the events more spectator friendly, the courses are located close enough to shore that people can actually see the racing from land (though the spectator fleets are always out in full force as well). But it’s not just the local spectators who can watch the events. SailGP is built to be televised. They have designed their program from the ground up to be as accessible to as many people as possible. The boats themselves are made to sail in a huge variety of conditions, so they are almost guaranteed to be able to start on time on race day, regardless of the wind. The races are also short—three 15 minute races per day. The marks are even movable mid-race so that they can adjust the course to help each race last the exact amount of time necessary to fit neatly into a TV spot. Finally, because these the boat sail almost exclusively faster than the wind, they’re pretty much always sailing upwind to a gate. This makes understanding what’s going on at a glance a little bit confusing, so SailGP has invested in a fleet of commentators and incredible real-time graphics that make it easy to understand what’s going on, even for non-sailors. This bid for accessibility has helped their circuit reach more people than ever, and in the social media age, the spectacle of high octane racing is a social media hit. Not to mention that having 13 events per season gives much more visibility than the America’s Cup can offer with its events several years apart. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwNzg5Mzk1/img_0146.jpg" height="800" width="1154">
<figcaption>Team USA capsized and damaged their wing sail the day before the race started.Photo&colon; Lydia Mullan</figcaption>
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Also on the America’s Cup redesign front, the one design F50 fleet helps defer costs and allows sailors to compete against sailors not against designers. There is no secrecy. In fact, SailGP welcomed me into the tech base and gave me a tour of their data management set up. Each boat is covered with sensors that monitor loads, speeds, and anything else you can imagine, and all of that information is available to the other boats in the fleet. So, one team would be able to retrospectively check how another team was trimming their foils during a particularly speedy leg or tack. This open source approach to the data of each boat makes for highly competitive racing but is also a way to monitor the boat’s health and troubleshoot issues on board. Teams can go to the race organization and say, “Hey, during this maneuver we were really struggling with stability. Can you walk us through why that might have been?” and all that analysis is easily available. These data experts work out of shipping container offices that are strapped down and sent from destination to destination. Outside, a separate team assembles the boats with massive cranes. Each wing—they’re not quite sails, more like airplane wings—is in two parts. The bottom piece is always in use, and the top piece can be swapped out to make different rig sizes depending on the wind conditions expected that day. There’s certainly no jumping halyards on these boats; the race organization has a specialized team that manages, maintains, and assembles the wings. From the tech base, I then had the opportunity to hop on a chase boat and get out on the water during the practice on Friday. These boats are phenomenally fast, and even the chase boats cannot keep up with them when they approach max speeds—about 60mph. The teams say that this practice time on the water is essential to their competitiveness in the races and cohesion as a team. In fact, in the previous event in Christchurch, New Zealand, where numerous collisions spelled drama for the whole fleet, the most commonly cited struggle for the drivers was that they simply had not had enough practice time on the water at that venue. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwOTIwNDY3/img_0515.jpg" height="800" width="1200">
<figcaption>Former member's of SailGP's youth program talk about the sailing careers that the program inspired them to pursue.Photo&colon; Lydia Mullan</figcaption>
</figure>
Unfortunately, that practice time does result in extra opportunities for issues on board, and in Bermuda the American team fell victim to that, capsizing their boat and sending the sailors spilling out of the windward hull for a dramatic drop. No major injuries were reported, but there were certainly bumps and bruises, especially as multiple sailors fell into the wing and punctured it. It was impossible to make repairs in time for the next day’s racing, and Team USA was out of the running for Bermuda. On Saturday the other nine teams competed in three races. Led by Phil Robertson, Team Canada was looking very strong, topping the leader board. Each SailGP event comprises two days of three races. The scores of the first five races are totaled and the top three teams compete in the sixth and final winner-takes-all race. In Bermuda, it came down to the last leg of race five to determine the podium moving on to the final. Though there was incredible sailing across the fleet, it was ultimately Australia and New Zealand who secured top spots and a fierce battle for third place between Canada and Spain. Race five ended with a tie between the two teams on the leader board, but because Spain had placed higher in the final race of the five, which is used as a tiebreaker, Spain advanced on to the final. The final race quickly became a match race between Spain and New Zealand, with Australia falling back. Ultimately, New Zealand’s Peter Burling couldn’t hold off Spain’s Diego Botin, and the Spanish team pulled off a win. Notably, they are the youngest team that SailGP has ever had in terms of average age of the sailors on board, and they are still looking for sponsorship to secure their spot in SailGP Season 5, so a win against sailing legends Peter Burling and Tom Slingsby (Team Australia) is a major accomplishment for their program. They also won the Los Angeles Grand Prix and are in third overall for the season ranking, so hopefully there is a pathway forward for this talented young team. <section>
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<figcaption>Team Spain's driver Diego Botin at the pre-race press conference.Photo&colon; Lydia Mullan</figcaption>
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View the 6 images of this gallery on the
<a href="https://www.sailmagazine.com/racing/sailgp-bermuda-">original article</a>

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</section>Season 4 will conclude this summer after events in Halifax, New York, and a finale in San Francisco. The teams compete for the overall trophy and prize money as well as something SailGP is calling “The Impact League,” an opportunity to give back to host communities, make their sport more sustainable, and all around improve their team’s impact on the world. This includes the sustainable meal plans, advancement opportunities for underrepresented communities, and environmentally conscious outreach in the cities they visit. Each team receives a score for their stopover performance from a panel of judges. Those scores are tallied throughout the season in nine categories to crown a winner at the end of the season. Currently Switzerland, Australia and Denmark lead The Impact League. In addition to The Impact League, SailGP should be commended on their strategy for getting women on to the boats. Female sailors are on every SailGP team, and unlike in the America’s Cup where they race separately, these women are equal teammates with their male counterparts on the F50. SailGP began incorporating support and training for female team members in Season 2, and quickly moved on to having women competing on the boats in light air configurations and acting as strategists. Team USA’s Sarah Stone even is a grinder in addition her role as a strategist. These intentional pathways into the league help to bridge the experience gap and make up for the lack of professional opportunities for female sailors across the sport. The spectator experience for SailGP is undoubtedly different from that of most sailing racing, but I found that even without a home team to root for, it was exciting, nuanced racing supported by impeccable commentary and graphics. To be honest, it made me want to put the laser in and get into a scuffle at a crowded mark rounding. Despite being at the opposite end of the tech spectrum, somehow it made me miss the sporty, competitive dinghy racing of my childhood. I’ve since moved on to bigger boats, but SailGP had me revisiting those days of short, fierce races in a 420. And while I’ve heard every criticism in the book about how our sport is becoming unrecognizable in the modern flying speed machines, I found that being there, watching SailGP, I saw something that brought me unexpectedly back to those summer days when I first fell in love with sailing. For more on SailGP and to find out when their next event is, visit <a href="http://sailgp.com">sailgp.com.</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwODU0OTMx/img_0227.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwODU0OTMx/img_0227.jpg"><media:title>img_0227</media:title><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcxMDUxNTM5/img_1532.jpg"><media:title>img_1532</media:title><media:description><![CDATA[Team Spain has now won two events in Season 4. ]]></media:description><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwNzg5Mzk1/img_0146.jpg"><media:title>img_0146</media:title><media:description><![CDATA[Team USA capsized and damaged their wing sail the day before the race started.]]></media:description><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjcyNDAzMDcwOTIwNDY3/img_0515.jpg"><media:title>img_0515</media:title><media:description><![CDATA[Former member's of SailGP's youth program talk about the sailing careers that the program inspired them to pursue.]]></media:description><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTUzMTM4MjcxNDI5ODIx/junejulysubscribe-2048x.jpg"><media:title>junejulysubscribe-2048x</media:title></media:content></item><item><title><![CDATA[Eight Bells: Don Street, Jr.]]></title><description><![CDATA[Donald Street Jr., the indefatigable sailor and writer whose charts and guides to the Caribbean quite literally opened the islands to charterers and cruisers, has died in Glandore, Ireland, where he lived with his wife, Trich. Just 93 years old, he still regularly sailed his 87-year-old ...]]></description><link>https://www.sailmagazine.com/cruising/eight-bells-don-street-jr</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/eight-bells-don-street-jr</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Don Street]]></category><category><![CDATA[Eight Bells]]></category><category><![CDATA[Profiles]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Mon, 06 May 2024 19:46:03 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjQ2MjI3MzkyODAwMTU1/sincerity1985.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>The indefatigable Don Street, Jr.Photo courtesy of Gavin Shaw</figcaption>
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Donald Street Jr., the indefatigable sailor and writer whose charts and guides to the Caribbean quite literally opened the islands to charterers and cruisers, has died in Glandore, Ireland, where he lived with his wife, Trich. Just 93 years old, he still regularly sailed his 87-year-old International Dragon, Gypsy, and according to Scuttlebutt Sailing News, he died on April 30 after spending the day working on Gypsy in preparation for the coming racing season. Just last year, SAIL Cruising Editor Charles J. Doane <a href="https://www.sailmagazine.com/cruising/don-street-at-93-still-sailing-and-drinking-greenies-after-all-these-years">visited Street in Ireland,</a> where he joked about Gypsy’s age—“She’s trying to catch up to me”—and said he was looking forward to racing her in the 100th anniversary Dragon class regatta in 2029. “Don Street first came into my life through his timeless tomes on seamanship I found on my parents’ bookshelves,” said SAIL Offshore Editor Andy Schell of 59° North Sailing, whose 2014 story in SAIL, “<a href="https://www.sailmagazine.com/cruising/don-street-is-not-dead">Don Street is Not Dead,</a>” provides an excellent history of Street’s career and contributions to sailing. “His writing inspired my wife, Mia, and me to sail our first transatlantic via the northern route from St. Pierre to Crookhaven, Ireland. That’s where our personal friendship with Don began in 2011, when we met at his house in Glandore. Since then, Don’s been a mentor, colleague, and friend, always inspiring with his tireless passion about sailing, quick to reply to an email or phone call, and always pushing forward his ideas on seamanship. We will dearly miss him.” Don Street grew up in Manhasset Bay on Long Island and at age 24 landed a gig as crew on Huey Long’s 53-foot Abeking & Rasmussen yawl Ondine, ending up as skipper, albeit briefly. Eventually he landed in the the U.S. Virgin Islands where in 1957 he bought the 1905, 46-foot yawl that would become synonymous with his name—Iolaire. <figure>
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<figcaption>Iolaire, the boat that would become synonymous with Don Street.Photo courtesy of Don Street Jr&period;</figcaption>
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“When I first bought Iolaire, she had been noted as a fast boat but her weather helm was so bad that if you sailed on her for more than a month you would look like a orangutan, the weather helm having pulled your arms all the way down to your knees,” Don wrote on his website (street-iolaire.com). “I have succeeded in redesigning Iolaire’s rig to the rig she has today which is so well balanced, that my wife Trich, who weighs 100 lbs., can handle her in all but extreme conditions.” The engineless Iolaire became the boat on which Street explored the islands at first using the only chart source he could find— a 1867 edition of Norie & Wilson’s Sailing Directions to the West Indies. He started taking notes and developed his own sailing instructions, which eventually became his Cruising Guide to the Lesser Antilles, published in 1966. He went on to publish many more guides and books, including The Ocean Sailing Yacht, volumes I and II, which became primary sources for a multitude of sailors. In his SAIL story, Schell noted that: “In 1979, Tom Wilson of Imray Charts agreed that Street’s idea of charting the Caribbean would be ‘a nice little project.’ Street claims his wife thought income from what became known as Imray-Iolaire charts would at least provide whiskey to drink at boat shows. ‘There’s no way we’d be able to drink all the whiskey it’s provided!’ he says now with a chuckle. To this day Garmin, Navionics, Jefferson, and France-based Map Media, all continue to use information from Street’s Imray-Iolaire charts.” Street also took credit—not necessarily with pleasure—at kick starting what is today’s bareboat charter industry. As described in Schell’s story, the charter trade in the 1960s and ’70s was hodge-podge to say the least, with a variety of boats that frequently broke down. <section>
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<figcaption>Don Street in his early years of sailing. Photo courtesy of Don Street Jr&period;</figcaption>
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<div>

View the 5 images of this gallery on the
<a href="https://www.sailmagazine.com/cruising/eight-bells-don-street-jr">original article</a>

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</section>“To make a long story short, Street essentially talked through the design of a 41-foot purpose-built charter yacht with the principals of what would become Caribbean Sailing Yachts Corporation, CSY, sketching particulars on a napkin just prior to the New York Boat Show.” The concept was to get people to buy a boat and put it in charter, so they’d have access to it in the islands for a chunk of time each year and could help pay for it. In one show, he said, they took deposits on 37 boats. Street became a passionate and prolific writer about all topics sailing, and on his website he tells a lively story about how it all started over having drinks with John Steinbeck—yes, that John Steinbeck—in Caneel Bay. “The subject came up on writing and talent. It was kicked around for quite a long time, until finally Steinbeck said, ‘Hell forget all the B.S. on talent, becoming a good writer depends on your ability to put your ass on a hard wooden chair and look at the G.D. typewriter for six hours a day, seven days a week and pound something out. Eventually an editor will accept your work.’ Later that evening he turned to me and said, ‘Kid, you tell a good story. Why don’t you try writing?’ To which I replied, ‘But Mr. Steinbeck,’ ‘Never mind Mr. Steinbeck, call me John,’ ‘John, I can’t spell or punctuate.’ To which Mr. Steinbeck replied, ‘What the hell do you think secretaries and editors are for? Try writing. Go get me a drink.’ I went to the bar to get Steinbeck a drink and had to report that despite it being only 10:00 p.m., the bar was closed. Steinbeck said, ‘My God, this is a great place for newly weds and nearly deads. I don’t know what you characters are doing, but I’m going back to my room to wrap myself around my bottle of scotch. Good night.’ That started my writing career.” In addition to the countless thousands of sailors who continue to benefit from Street’s work, he is survived by his wife, Trich, and children Dory, Donald, Richard, and Mark (Ted), and nine grandchildren.May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjQ2MjI3MzkyODAwMTU1/sincerity1985.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjQ2MjI3MzkyODAwMTU1/sincerity1985.jpg"><media:title>sincerity1985</media:title><media:credit><![CDATA[Photo courtesy of Gavin Shaw]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjQ2MjI3MzkyODAwMTU1/sincerity1985.jpg"><media:title>sincerity1985</media:title><media:description><![CDATA[The indefatigable Don Street, Jr.]]></media:description><media:credit><![CDATA[Photo courtesy of Gavin Shaw]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MjQ5MDQxMTMzMDUzMTA0/00-iolaire-287022scomp.jpg"><media:title>00-iolaire-287022scomp</media:title><media:description><![CDATA[Iolaire, the boat that would become synonymous with Don Street.]]></media:description><media:credit><![CDATA[Photo courtesy of Don Street Jr&period;]]></media:credit></media:content></item><item><title><![CDATA[A Conversation with SailGP’s Taylor Canfield ]]></title><description><![CDATA[American sailor Taylor Canfield, 35, grew up in the U.S. Virgin Islands and has been competing as a professional match racer and fleet racer since graduation from Boston College in 2011. Currently the driver for the SailGP U.S. team, Canfield is part of a new and eclectic team of investors led by ...]]></description><link>https://www.sailmagazine.com/racing/a-conversation-with-sailgps-taylor-canfield-</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/a-conversation-with-sailgps-taylor-canfield-</guid><category><![CDATA[SailGP]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sail Racing]]></category><category><![CDATA[Racing]]></category><dc:creator><![CDATA[Laurie Fullerton]]></dc:creator><pubDate>Fri, 03 May 2024 18:44:45 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5NTQwNzU2NTc5/1-lead-rp4_5868.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Taylor Canfield, driver of USA SailGP Team, speaks to the media after racing in the Mixed Zone on Race Day 2 of the ITM New Zealand Sail Grand Prix in Christchurch, New Zealand, in March.Photo by Ricardo Pinto for SailGP</figcaption>
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American sailor Taylor Canfield, 35, grew up in the U.S. Virgin Islands and has been competing as a professional match racer and fleet racer since graduation from Boston College in 2011. Currently the driver for the SailGP U.S. team, Canfield is part of a new and eclectic team of investors led by founding Uber engineer Ryan McKillen; his partner and J/70 champion skipper Margaret McKillen; and two-time world champion sailor Michael Buckley. On April 30, the team announced that skier and Olympic Gold medalist Lindsey Vonn would also join the board of US SailGP. Vonn also serves as an athlete advisor for US SailGP investor Avenue Sports Fund. Canfield and the team are focusing on the upcoming Grand Prix circuit at events in Bermuda (May 4-5) followed by Halifax, Nova Scotia (June 1-2), and New York City (June 22-23). SAIL Magazine caught up with Taylor Canfield this week from his home in Newport, Rhode Island. <figure>
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<figcaption>The F50 sailing fast upwind, helmed by Taylor Canfield during a practice session ahead of racing on Race Day 1 of the KPMG Australia Sail Grand Prix in Sydney, Australia, in February.Photo by Felix Diemer for SailGP</figcaption>
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SAIL: In college, you won the ICSA Match Racing National Championship in 2010 and 2011 and became the 2013 World Champion in match racing as well as being a five-time Congressional Cup winner. What is it that drew you to match racing? How did you carve a path to professional sailing?TC: It started with my all-time goal of getting to the America's Cup because—at the time—match racing events were a feeder into the America's Cup. I certainly can credit match racing for my success, but I think persistence is the key to making sure you are the best. If you want to excel at the sport, it’s important to be able to sail as much as possible. I would say sail as often as you can, and you will get better. SAIL: Would you agree that college sailing was important to your development as a competitor?TC: I have to credit college sailing for so much. In part because of the team racing aspect, because you develop an awareness of boat-on-boat interactions, you become comfortable around other boats at slower speeds, it gives you spatial awareness and prepares you for those chaotic moments. Additionally, sailing every day of the week and almost every weekend is incredible training.Further, the co-ed teams in college teach all of us competing that, in the end, the best sailors get put forward. I am happy to see the co-ed movement growing into professional sailing and the growth of women’s involvement in every level of the sport.SAIL: Currently, the SailGP US team, which is co-ed, is made up primarily of American sailors. Would you say this is a golden opportunity for younger American men and women?<figure>
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<figcaption>Taylor Canfield, driver of USA SailGP Team, runs across the F50 as Mike Buckley, team CEO and strategist, takes control of the wheel on Race Day 2 of the KPMG Australia Sail Grand Prix in Sydney, Australia, in February.Photo by Ricardo Pinto for SailGP</figcaption>
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TC: Building and recruiting an all-American team has been a goal of ours. We want to see American sailors of my generation and younger get this opportunity. I worked toward sailing at this level throughout my match racing career. But the F50s are far different and technically far more advanced than what most American sailors compete on. We are looking towards the younger generation coming up. In fact, during our North American stopovers in Bermuda, New York, and San Francisco we put out the word that we want to have youth volunteering, and the response has been amazing. They are so keen to get a closer look at this kind of racing. SAIL: Tech investor and founding Uber engineer Ryan McKillen and his wife Margaret McKillen are competitive sailors who are some of the primary investors of SailGP US. Is this a unique opportunity in our sport, that many of the key investors are also competitive sailors?TC: I think whatever avenue you choose in the sport; we create our own opportunities. I have been on a long journey, trying to climb up the rankings and prove myself at each level. It is a long road, and you’re going to be told “no” a bunch of times. However, the networking opportunities in competitive sailing are huge. In fact, I met Ryan McKillen sailing J70s and developed a friendship then. We have a lot of respect for each other. We are also teammates on the M32s. It is a super unique sport because there is so much mixing of professionals and amateurs. SAIL: Now that you are the driver of the U.S. team, how well do you know the competition? TC: There are at least four guys that came out of match racing that we will compete against next week in Bermuda and throughout the North American portion of Season 4. People like Phil Robertson of SailGP Canada and Nicolai Sehested of SailGP Denmark are both our long-time competitors on the match racing circuit. We know their tendencies and what they do. I am glad I have had so much experience in the M32, which is kind of a slowed-down version of the F50s. When it comes to the F50s, all kinds of scenarios come up. I do like to go out and win every race I can. And it is true these boats are another level of complex, and there is a lot more risk involved sailing on an F50. I would say they are one of the hardest boats in the world to sail.For more on Taylor Canfield and the American SailGP team, keep an eye on SAIL’s social media @sailmagazine. Managing editor Lydia Mullan will be joining the team in Bermuda this weekend for a firsthand look at sailing’s most cutting-edge race circuit. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5NTQwNzU2NTc5/1-lead-rp4_5868.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5NTQwNzU2NTc5/1-lead-rp4_5868.jpg"><media:title>1-lead-rp4_5868</media:title><media:credit><![CDATA[Photo by Ricardo Pinto for SailGP]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5NTQwNzU2NTc5/1-lead-rp4_5868.jpg"><media:title>1-lead-rp4_5868</media:title><media:description><![CDATA[Taylor Canfield, driver of USA SailGP Team, speaks to the media after racing in the Mixed Zone on Race Day 2 of the ITM New Zealand Sail Grand Prix in Christchurch, New Zealand, in March.]]></media:description><media:credit><![CDATA[Photo by Ricardo Pinto for SailGP]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5NTQwNjkxMzU1/2-fd1_7979.jpg"><media:title>2-fd1_7979</media:title><media:description><![CDATA[The F50 sailing fast upwind, helmed by Taylor Canfield during a practice session ahead of racing on Race Day 1 of the KPMG Australia Sail Grand Prix in Sydney, Australia, in February.]]></media:description><media:credit><![CDATA[Photo by Felix Diemer for SailGP]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA2MTc5MDQ5ODA5MTkyMDM1/3-rp4_3537-2.jpg"><media:title>3-rp4_3537-2</media:title><media:description><![CDATA[Taylor Canfield, driver of USA SailGP Team, runs across the F50 as Mike Buckley, team CEO and strategist, takes control of the wheel on Race Day 2 of the KPMG Australia Sail Grand Prix in Sydney, Australia, in February.]]></media:description><media:credit><![CDATA[Photo by Ricardo Pinto for SailGP]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Seawind 1170]]></title><description><![CDATA[For more multihull reviews and stories, subscribe for free to Multihull Power & Sail When I showed up for the sea trial of the Seawind 1170 right after the U.S. Sailboat Show in Annapolis last fall, I was in for three surprises. One, they already had a passel of potential buyers onboard—a ...]]></description><link>https://www.sailmagazine.com/boats/seawind-1170</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/seawind-1170</guid><category><![CDATA[Sailboat News]]></category><category><![CDATA[Boat Reviews]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[sailboats]]></category><dc:creator><![CDATA[Zuzana Prochazka]]></dc:creator><pubDate>Thu, 02 May 2024 11:25:27 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MDE4MjM2/05-19-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[For more multihull reviews and stories, <a href="https://www.sailmagazine.com/multihull">subscribe for free to Multihull Power & Sail</a><figure>
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<figcaption>At 39 feet, the 1170 is on the smaller end of Seawind’s offerings, and the boat has been optimally geared and thought through for newer ocean multihull sailors and for doublehanded crews.Photo&colon; Seawind Catamarans</figcaption>
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When I showed up for the sea trial of the Seawind 1170 right after the U.S. Sailboat Show in Annapolis last fall, I was in for three surprises. One, they already had a passel of potential buyers onboard—a passel meaning 18 other humans in this case—which is hardly a typical sea trial arrangement. I wasn’t at all sure how the catamaran would respond with all the extra ballast. But my worry led to surprise number two: No worries! The heavy load turned out to be a rounding error, and this 39-footer performed remarkably well in the flat water of the South River, slipping along at 6.8 knots in just 10-12 knots of true breeze on a beam reach with a full-hoist mainsail and the screecher on a continuous furler. <iframe width="560" height="315" src="https://www.youtube.com/embed/xjkFZSgK9x0" frameborder="0" allowfullscreen></iframe>Surprise number three came when we turned and headed upwind, rolling out the self-tacking jib. I pinched up to 38 degrees apparent wind angle (AWA), and not only did we continue to move nicely, we tacked through the wind easily. Cruising cats aren’t known for their pointing ability, so this was impressive, especially for a boat with only mini keels rather than daggerboards. Our upwind sailing that day became memorable and stayed with me even months after the sea trial. So, if you haven’t seen or sailed a Seawind lately, you’re in for a treat. Much of this handy performance is due to a hull redesign; the Australia-based catamaran builder has brought a contemporary flair to their line, upping their game with modern aesthetics and more pleasing topsides. The latest model to receive this treatment is the 1170, designed by Seawind CEO Richard Ward and on the smaller end of their offering, which makes it easily manageable by a couple, but also built fully ocean-worthy as a CE Category A multihull. <figure>
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<figcaption>With the clever trifold door snugged up to the hardtop, the cockpit and salon become shared space..Photo&colon; Seawind Catamarans</figcaption>
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Sharp reverse bows clear the waterline at rest. They give the design a fine entry and better upwind capability, while the hard chine above creates greater interior volume, especially aft. Headroom throughout has also been enhanced by this redesign. All the tooling is new, done at the company’s Vietnam facility where they have been building Seawinds for 13 years (although the 1170’s tooling has since been moved to the company’s new 56,000-square-foot factory in Izmir, Turkey, for all future production of this model).The vacuum-infused construction is a mix of vinylester resin with carbon fiber reinforcement in key structural areas. These strong but lightweight composites are the work of New-Zealand based Gurit, which is also responsible for other models in the Seawind line. The decks are clear with only gradual level changes, and there are three deep lockers on the foredeck for fenders, lines, and other garage gear. The cabinhouse is low, which keeps the center of gravity close to the waterline. It also means that a single step and an optimally placed handhold make short work of accessing the cabintop, where the boom is low enough for even vertically challenged sailors to get full access to the mainsail. The windows are more stylish, giving the small boat an aggressive profile, like she means business. All lines are led aft to the cockpit so you never have to leave its shelter no matter what’s happening on the outside. <figure>
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<figcaption>The spacious galley is amidships in the starboard hull, with cabins forward and aft. Photo&colon; Seawind Catamarans</figcaption>
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There are a few pluses and minuses to the cockpit layout. The helms are fully protected and have direct drive with cable steering for a good feel on the wheel, although our test boat felt stiff to me. The hardtop has fixed hatches above each helm for clear views of the mainsail, or you can poke your head out to the side and see the headsail as well. The helm seats are wide enough for two, and the backrests swing forward to create aft-facing seating when it’s time to relax. The aft bulkhead windows directly in front of the helms are removable and slide into a dedicated storage slot nearby; once they’re removed, the driver can reach in and interact with the navigation display, which is mounted inside on a swing arm on the port side. This has an added benefit: When the boat is locked up, nobody can reach the screen, so it’s more secure. The wheels are mounted on the aft bulkheads but they’re still close to the transom so it’s easy to see back when docking in reverse. The helms are also close to the salon for direct communication with the relief watch if needed. Visibility forward is a mixed bag. The cabinhouse has plenty of windows, but there are wide expanses of fiberglass between them that can create blind spots. A trifold cockpit door compacts into one pane that’s winched up on a line to the hardtop where it’s out of the way and secured with a safety latch. The bad news is that the system is manual and needs cranking; the good news is that the system is manual and isn’t likely to break or get stuck mid-way like electric versions of this concept found on other catamaran brands.<figure>
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<figcaption>The owner’s cabin occupies the port hull. Photo&colon; Seawind Catamarans</figcaption>
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With the door snugged up under the hardtop, the salon becomes a part of the cockpit and vice versa. Inside on the main deck is a narrow outboard-facing nav station to port and a large central dinette that can also be made into a bed. Storage is plentiful under and behind the banquettes and outboard near the windows.The layout features three cabins and two heads. On port is the master stateroom forward with a raised athwartship bed and loads of stowage cubbies and lockers. A large head is aft with a separate shower stall that also provides access to one of the engine rooms. Two guest cabins are on starboard separated by the galley, which occupies the middle of the hull. A double stateroom with a wet head is forward, and a wide single cabin is aft. This boat is compact, which results in two issues. First, the beds in the two forward cabins are actually over the bridgedeck rather out in the separated hulls so there’s only a thin bulkhead wall between them and not much privacy. Second, the master head will have to be shared with both the occupants of the aft starboard cabin as well as day guests if you don’t want people filing through the guest accommodations forward to reach the starboard hull’s head. Interior headroom has been increased throughout, with 6 feet 5 inches in the cabins and another 2 inches in the salon. The galley-down arrangement is polarizing. You either love it because it takes the galley out of the living area, which opens up the main salon space, or you hate it because the chef is removed from the party. Regardless of your point of view, there’s no arguing that it’s a practical solution that keeps the cook low in the boat and secure with lots of bracing points. The sailplan includes a self-tacking jib and a screecher on a continuous furler. You can add an asymmetrical spinnaker attached at the carbon fiber sprit that extends from a robust longeron. The mast measures 61 feet 7 inches, so it’s ICW-friendly. The mainsail traveler is on the hardtop with a handy winch integrated into the arch so the cockpit is kept clear. Our test boat had 900 watts of solar panels integrated into the hardtop, which will keep the batteries topped up even with most systems working. Outfitting options include air conditioning, a watermaker, a washing machine, and oversized alternators combined with a lithium battery bank to eliminate the need for a generator. <figure>
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<figcaption>The portside helm with the window removed. Note the chartplotter, which can be turned and brought out for full access in this configuration.Photo&colon; Wendy Mitman Clarke</figcaption>
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Base batteries are gel, but Mike Rees, Seawind’s international sales and marketing manager, says anyone who’s planning on sailing more than coastally is opting for a lithium package, which the boat is set up to accept easily. “When we do the lithium bank, we bolt on an additional high output alternator which is 120 amps that goes through the regulator and to the house lithium. So you have two times 120 amps coming out, which is huge,” he says. “You don’t need a generator.” The Seawind 1170 is powered by twin 29-hp Yanmar diesels with saildrives. The engines did a fine job on flat water, but because the bridgedeck clearance is only 26 inches, it’s hard to say how these motors would perform pushing 20,000 pounds of displacement into sloppy head seas. At wide open throttle and 2,900 rpm, we motored at 8.9 knots, but we found a more economical cruising speed at 2,400 rpm and 6.5 knots. The base price of the Seawind 1170 is $510,000 and as tested, it was closer to $630,000. That’s a bargain for such a good-looking, beachable, and slippery multihull cruiser. Rees says that while many people who are just getting into multihull sailing think they need larger boat to cover ocean miles, the 1170 is a smaller cat that’s built to ocean-crossing standards but makes more sense in terms of cost, maintenance, and handling. “This is a great boat for a couple to take on. It’s manageable financially, its manageable in terms of the size,” Rees says. “Why do you need 45 feet? It’s nice, but if you haven’t got the skills and are just getting into it, this is what we are saying you should be starting with.” Most of the solutions aboard are immensely practical, so couples looking for a compact but agile offshore cat should put this model on their shortlist. And, with eyes more firmly on the U.S. and European markets, Seawind’s new location on the Aegean Sea creates a customer service base out of Europe, so that owners can pick up their boats and immediately be in terrific cruising grounds with access to a variety of marina facilities. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MjE0ODQ0/09-seawind1170.jpg" height="800" width="1126">
<figcaption>Seawind Catamarans</figcaption>
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LOA 39’3”Beam 21’4”Draft 3’9”Air draft 61’7”Displacement 20,200 lbs (light)Upwind sail area 941 sq ftPower 2 x 29-hp YanmarDesigner Richard WardBuilder Seawind Catamarans, <a href="http://seawindcats.com">seawindcats.com</a>Base price $510,000For more multihull reviews and stories, <a href="https://www.sailmagazine.com/multihull">subscribe for free to Multihull Power & Sail</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MDE4MjM2/05-19-copy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MDE4MjM2/05-19-copy.jpg"><media:title>05-19-copy</media:title><media:credit><![CDATA[Photo&colon; Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MDE4MjM2/05-19-copy.jpg"><media:title>05-19-copy</media:title><media:description><![CDATA[At 39 feet, the 1170 is on the smaller end of Seawind’s offerings, and the boat has been optimally geared and thought through for newer ocean multihull sailors and for doublehanded crews.]]></media:description><media:credit><![CDATA[Photo&colon; Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU4OTUyNTgw/01-open-trifold-door-copy.jpg"><media:title>01-open-trifold-door-copy</media:title><media:description><![CDATA[With the clever trifold door snugged up to the hardtop, the cockpit and salon become shared space..]]></media:description><media:credit><![CDATA[Photo&colon; Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MDgzNjUy/03-sw1170---galley-copy.jpg"><media:title>03-sw1170---galley-copy</media:title><media:description><![CDATA[The spacious galley is amidships in the starboard hull, with cabins forward and aft. ]]></media:description><media:credit><![CDATA[Photo&colon; Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MTQ5MTg4/04-sw1170---owners-bunk---port-side-copy.jpg"><media:title>04-sw1170---owners-bunk---port-side-copy</media:title><media:description><![CDATA[The owner’s cabin occupies the port hull. ]]></media:description><media:credit><![CDATA[Photo&colon; Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MTQ5MzA4/08-image00002-copy.jpg"><media:title>08-image00002-copy</media:title><media:description><![CDATA[The portside helm with the window removed. Note the chartplotter, which can be turned and brought out for full access in this configuration.]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTkzNTg2NzU5MjE0ODQ0/09-seawind1170.jpg"><media:title>09-seawind1170</media:title><media:credit><![CDATA[Seawind Catamarans]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Sailing with Robin Lee Graham]]></title><description><![CDATA[I am sailing with Robin Lee Graham, but there is no wind. It’s a hot day in July and Montana’s Flathead Lake is glass. The mountains around us are blurred by haze. A wildfire burns to our east. Robin’s blue eyes light up—he’s spotted catspaws ahead. The little puff fills our sails just briefly and ...]]></description><link>https://www.sailmagazine.com/cruising/sailing-with-robin-lee-graham</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/sailing-with-robin-lee-graham</guid><category><![CDATA[Lifestyle]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Profiles]]></category><category><![CDATA[Circumnavigator]]></category><dc:creator><![CDATA[Emma Garschagen]]></dc:creator><pubDate>Wed, 01 May 2024 11:42:50 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU3ODA4NDY3NDg1/00-lead-robingrahamcrop_photobyemmagerschagen-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>A smiling Robin Lee Graham sails on Flathead Lake.Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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<iframe height="200" width="100%" src="https://playlist.megaphone.fm/?e=AIMED5165530486"
frameborder="0" scrolling="no"/></iframe>I am sailing with Robin Lee Graham, but there is no wind. It’s a hot day in July and Montana’s Flathead Lake is glass. The mountains around us are blurred by haze. A wildfire burns to our east. Robin’s blue eyes light up—he’s spotted catspaws ahead. The little puff fills our sails just briefly and we glide on the momentum. We are sailing Magnolia, a 20-foot mahogany knockabout that Robin meticulously restored.Robin is used to sailing alone. We know him from National Geographic covers in the ’70s, or The Boy Who Sailed Around the World Alone on childhood bookshelves, or Dove, the memoir and the movie. In 1965, when he was 16 years old, Robin Lee Graham left southern California to sail around the world alone. On that voyage, which took five years, two boats, and three masts, he met Patti. They married in South Africa, halfway through the circumnavigation. They have now been married for 55 years.We haven’t traveled far from the dock, where Patti and their daughter Quimby still stand. Robin’s grandchildren, Isaiah and Annika, are aboard with us. Unfazed, they watch their grandfather bounce around us to adjust a halyard, a sheet, the tiller. I am blinking harder and more often than usual to make sure I’m awake. I am sailing with Robin Lee Graham. He asks if I want to take the tiller, adding bashfully, “I know this is no transatlantic.”I grew up with stories of ocean crossings. My mother sailed across the Atlantic with her family in 1978, when she was 13. On the shelf by her bunk was The Boy Who Sailed Around the World Alone, with a photo of a young Robin Lee Graham across the cover. She flipped through it on their 26-day passage from Maine to Ireland, amazed that a kid could do this by themselves. That book sat on my shelf on our family’s Chris-Craft, the motorboat we lived on during the summers of my adolescence. Parked at a hot August dock on the Hudson River, I read about Robin’s adventures: sailing a wild vast ocean, meeting the love of his life, surviving angry storms, and twice dismasting. It was all incredibly romantic to a kid at the dawn of her adulthood.<figure>
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<figcaption>Patti trims Robin’s hair during a circumnavigation stop.Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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Now a sailor myself, I guest host 59° North Sailing’s podcast called “On the Wind.” I had been interviewing my sailing inspirations, like Tracy Edwards and Liz Clark, and thought of what a dream it would be to interview Robin Lee Graham. I typed his name into Google, hoping he was still around, trying to do the math on how old he would be that year, in 2022.Interviews with Robin are rare. National Geographic covered his voyage around the world, and there was a flood of media when Robin returned from the trip in 1971. Over the decades, it petered out. In the age of the internet, only a few people have talked to Robin. Forums on sailing sites mention him often, with discussions of how inspiring his story has been for sailors young and old, and speculations about his life now.Now, floating on Flathead Lake, our circumnavigator is considering our course. “Usually I cut between those islands, but I think the lake is too low,” Robin says. “It’s historically low right now.” Flathead Lake is one of the biggest freshwater lakes in the western United States and has a healthy sailing scene. The Thistle Nationals were held on the lake last summer, welcoming 87 teams, one of which included Robin’s son, Ben. Robin took his knockabout out that day to watch the race and take photos of Ben. He said he found himself out in over 20 knots and gusting higher. “I don’t think I managed to take any photos,” he told me with a grin, “it got a little exciting!” Patti and Robin make you feel like you’re an old friend. The first time I met them, for the podcast, it was February. Walking down the driveway towards their house on the lake, I noticed anchor-shaped cutouts in the fence. I was shivering—excited, nervous, and chilled by the breeze off Flathead Lake. Knocking on the door, I spotted a stained-glass window of a familiar boat with blue-and-white-striped sails. Inside I saw the nautical theme through this house that Robin built. There are paintings of Dove, portraits of Robin by his brother, and family photos on mountaintops and tropical beaches. Patti took me on a tour, excited to show me the boat-shaped bed in an upstairs room. Midmorning sunlight streamed through the tall windows.The lake glistened, and Robin commented that the ice was late this year. Dramatic clouds sped west over the distant blue mountains. Driving in around midnight the night before, I had gotten a glimpse of the snow-capped peaks and glimmering lake reflecting the full moon. In the morning, as I stepped out into the cold, a massive golden eagle soared from the trees over my head down to the water. It immediately had a salmon-colored fish in its talons and elevated onto a treetop with one pump of its wings. “Are you kidding me?” I whispered to myself. No wonder our legendary circumnavigator escaped to these shores.<figure>
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<figcaption>Dinner at the Graham’s, the author reads the logbook with Robin and Patti’s son Ben and his wife, Maggie.Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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Patti made us tea while I set up my microphones. She was warm and endlessly hospitable. Robin curled his white mustache up on the ends with wax and had the twinkle in his eye that I imagined. Patti slipped away when I started recording. Both nervous, we started by talking about something in our shared comfort zone: boats. Robin told me about fixing up Magnolia and about the Hobie Cat he used to have on the lake. “My son and I would wait for a storm to come in and then we’d go sailing.” Robin is soft-spoken and shy, but as we talked, he opened up about his depression, their Christian faith, and the power of forgiveness.After the podcast interview, I sat down for dinner with Robin, Patti, their son Ben, his wife Maggie, and their two kids. Sitting there, part of their family for the evening, I felt a swell of emotion. This man who I was enamored with as a young teenager, whose story opened worlds of possibility for me and countless others, was sitting beside me at dinner, splitting the garlic bread and passing it along, listening intently to his grandkids talk about their days and indulging me in more tales from their times at sea. We opened the cloth-bound logbook from his circumnavigation. I ran my finger across the yellowed pages, and we laughed at the deep pencil marks where he’d scratched “NO WIND FOR 9 DAYS!!!” in capital letters, and “Solo sailing is for the birds, but I guess my name is Robin!” He precisely drew the ports he stopped in over the five-year voyage around the world.Robin’s adventurous spirit has not dimmed a bit since his famed circumnavigation. Before meeting the Grahams, I believed the sailors’ gossip that Robin had given up sailing. I didn’t picture the decades of adventures they’ve enjoyed. Each time I talk with him and Patti, I hear another tale about him flying small planes and gliders in Montana or the time they spent bareboating in the South Pacific with Quimby and Ben.Robin has told me he rarely feels fear. On his voyage around the world, he was only afraid at sea once. He hit a storm near Madagascar with waves taller than 30 feet, breaking at the tops, “like they do on the beach,” he told me. He had a handkerchief of jib out and was towing warps behind the boat. One of his portlights had gotten knocked in, bringing a wave in with it, and the companionway door had split. Robin did what he could, reinstalled the portlight, and then prayed to whoever was listening, anyone. Then he fell asleep. When he woke, the raging wind had died to a 10-knot breeze and the seas had fallen to 4-foot swells. It felt like a miracle.Robin’s arrival in Los Angeles in 1970 came with sponsorships and book deals and tons of pressure. Robin was incredibly unhappy, overwhelmed by the barrage of media attention. They had a new daughter, Quimby, and the three of them were living aboard Return of the Dove at the dock in Los Angeles. He was completely uncomfortable and felt out of control. Just 22 years old, a new husband and father, and suddenly surrounded by fans after five years of traveling, he was in a new storm. One evening, Patti found Robin sitting on the dock with a gun in his hand, ready to end his life. She knocked it into the water, and they wept together in despair. They needed to make a change.<figure>
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<figcaption>Robin was just 16 when he set off in Dove, a 24-foot Bill Lapworth design.Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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Robin and Patti bought a van with the money from selling Return of the Dove, the boat on which Robin completed his circumnavigation. They thought they might move to Colorado, but they kept hearing about the mountains and woods of Montana. They drove with Quimby toward Flathead Lake to start a new life, away from the city and the media. In his book Home is the Sailor, Robin wrote candidly about this transition, as they tried building a home and living off the land through harsh winters. At the same time, Robin and Patti were starting a new relationship with God. His cousin had brought them to a church before they left Los Angeles, which got them interested in reading the Bible. His aunt prayed for him while he sailed around the world. Robin said that by the time they drove over the mountains in Montana, they were born again Christians.To be transparent, I am an atheist. I find reverence in nature, in moments with strangers, and in love. Perhaps because I do not believe in God, I am fascinated by those who do and sometimes even envious. Talking to Robin and Patti, it is clear that their faith saved Robin’s life and their marriage. When Robin was scared in that storm off Madagascar, he prayed and awoke to calm seas. When they returned from their round-the-world adventure and found hardship, God brought them hope. Patti said that has been the important thing in their tough times—hope.At the center of the story Dove is Robin and Patti’s love. You can still feel it when you are talking with them. They make each other laugh, weave stories together, and bicker with a sweet familiarity. Robin and Patti grew up within 20 miles of each other in California. They met when they were young, independent, and on an adventure.Patti was 22 when she met Robin. She had hitchhiked to Fiji from California via Panama, the Galápagos, and Tahiti. Sick of the men she was meeting in California, she imagined better prospects in Australia, so that’s where she would go. Patti wanted to get married when she was 30, have a family, and stay married. Her parents had divorced, and her brother had special needs. She was unanchored, “footloose and fancy free,” she told me, so she hitchhiked to Panama to find a ride across the Pacific.Patti found her ride across the Pacific on a 65-foot Swedish schooner. She described the passage as “strange,” but it sounded scary to me. The crew were supplied with meager provisions, while the captain and his girlfriend hoarded their own food stores in the aft cabin. “We had a tin of corned beef per day between the six of us,” Patti told me, “and these peas that you had to cook for hours to even get soft.” The cook developed a bad infection in his thumb from a cut, but the captain refused to give the man penicillin. He insisted that “if you don’t cook, you don’t eat,” banning the other crew members from feeding their injured shipmate.<section>
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<figcaption>Robin’s son Ben learns celestial in Baja last year. Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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View the 7 images of this gallery on the
<a href="https://www.sailmagazine.com/cruising/sailing-with-robin-lee-graham">original article</a>

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</section>After that voyage, she found herself in Suva, Fiji, and got a job on a small cruise boat. Robin was moored across the island, in Lautoka. Patti was walking down the road there when a bus rolled by with her friend, Richard, hanging out the window, flagging her down. He told her about Robin, his friend who had sailed to Fiji from California, alone. “You have to come meet this guy!”They were drawn to each other immediately, became friends, and soon fell in love. Patti described Robin scampering up a palm tree to pluck her a coconut: “This is crazy, I thought.” As Robin continued to sail around the world, alone, Patti traveled west too, meeting him in ports along the way. Their relationship created friction with Robin’s father and National Geographic. Robin’s dad and the magazine were the main sources of pressure and funding behind his circumnavigation and weren’t happy seeing Robin distracted by love. Robin and Patti only grew closer, got married, and honeymooned on the South African coast on a motorbike named Elsa. Patti wrote a 12-page letter to Robin’s parents about that trip.“Without Patti, I don’t know if I would have made it,” Robin said of his circumnavigation. “She was an encourager.”Adventure is a core value of the Graham family, braided in with their faith and their love for each other.“Robin has no fear, whatsoever” Patti once told me. “He’s a wild man,” she laughed. Patti does not share Robin’s fearlessness, but not for lack of trying. On the phone with me, they laughed about a time when Robin capsized their Hobie Cat on Flathead Lake, throwing Patti down onto the sail. When their kids were small, they would squeeze a queen-size mattress into the back of Robin’s carpentry work van, stowing their camping supplies below the bed, and drive down to Baja with a Thistle in tow.“We’d come to an isolated beach and with everybody’s help we could push the trailer down the beach and launch the Thistle, and when we were done sailing, maybe a couple days later, we’d haul it back up together, drive somewhere else and camp and do the same thing,” Robin told me. He described sailing with the kids out of Puerto Escondido between breaching whales and in rough seas, taking water over the bow. “The kids weren’t too excited about that idea.”Sailing took Robin, Patti, and their two kids all the way to French Polynesia. They did bareboat charters with a group of boats, once in Tonga and once in the Society Islands, when their kids were still preteens. More recently, in the spring of 2023, Robin and his son Ben went sailing on a friend’s boat in Baja, where Robin saw AIS for the first time. He described the boatowner using it on the chart plotter; “He could see other boats around, and he’d click on the boat and tell you, ‘Well, this is a sloop, it’s 38 feet long.’ It was amazing! You could see where all your friends were.”<figure>
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<figcaption>Patti and Robin are still together and adventuring after 55 years.Photo courtesy&colon; Robin Lee Graham and Emma Garschagen</figcaption>
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While he got a kick out of seeing the AIS, Robin’s still a fan of the old way; of going without a huge battery bank and fancy electronics. He pulled out a sextant on this recent trip to Baja and showed his son how to take a sun sight. At dinner with them last winter, he and I discussed celestial navigation, which I’ve been learning as I sail offshore.I asked Robin if he ever wanted to do another major sailing voyage, or another circumnavigation. “I used to think that’s what I’d like to do,” he told me. “But, you know, making long passages is a lot of time doing nothing, and I don’t know where I’d put my wood shop on a boat.”“When Robin had a little airplane,” Patti chimed in, “just flying around the valley would drive him crazy. He liked having a goal, like flying to Tennessee or California, and he loves to work.”His plane was a Taylor Craft two-seater from 1947. To start the engine, he had to get out of the cockpit and spin the propeller by hand. “Hopefully you didn’t give it too much gas, or else the plane would run you over!” he told me gleefully. “You know, you’re trying to get in, hanging off the wing and the plane’s going around in a circle, driving you. It was pretty fun.”“He’s edgy,” Patti commented. “That’s what I love about him, but it can be terrifying, too”.On a hill overlooking Flathead Lake, Robin’s garage is neatly organized and packed with projects. They live on this property for most of the summer, while their larger lakeside house is rented. They have two Shasta campers, each decorated with their own color scheme, and both restored by Robin. He’s rebuilding a larger camper that he bought for a dollar from a farmer. They call their house “The Big Tiny,” because Robin set out to build a tiny house, but it’s a little bigger than that. There’s an RV parked by a shed, set away from The Big Tiny, where Quimby and Annika are staying.“I love it out here,” Quimby told me, as we looked out at the view of the lake and mountains. Annika was busy repacking a tent. “We’re going backpacking in the park next week,” she said, grinning. Glacier National Park is just north of Flathead Lake. Just a week before, Robin and Patti took Lucy (the lemon-yellow Shasta camper) to the park and spent a few days there, fishing and walking, while their daughter and grandchildren set off on a multiday hike. Quimby, her husband Doug, and their family live out in Oregon, but the pull back to Montana is strong. Isaiah recently moved to the Flathead Lake region on his own. He’s staying in the basement apartment of one of their rental homes, working at a local restaurant, and is seriously involved in his church group. Quimby’s oldest son, Luke, recently returned from a three-month mission trip in Cambodia and is now training to be in the Air Force. He wants to buy a sailboat and live aboard. His grandfather has been consulting him on that idea.Back on the lake, I’m sculling Magnolia towards the little marina. As we approach the docks, I ask Robin if he wants to take the tiller. I’d rather not crash Robin Lee Graham’s boat into a piling. “You can bring her in,” he says. Robin steps over Annika and Isaiah, who have been ready to go swimming for a while now, and strikes our sails. We float into the slip, where Patti and Quimby are ready with our docklines. Robin grins at me and then turns to his family. “Is it time to go home for some lemonade?”Emma Garschagen is the founder and captain at Sail Seabird, offering coastal sailing education voyages out of Portland, Maine. <a href="http://sailseabird.com">sailseabird.com</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU3ODA4NDY3NDg1/00-lead-robingrahamcrop_photobyemmagerschagen-copy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU3ODA4NDY3NDg1/00-lead-robingrahamcrop_photobyemmagerschagen-copy.jpg"><media:title>00-lead-robingrahamcrop_photobyemmagerschagen-copy</media:title><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU3ODA4NDY3NDg1/00-lead-robingrahamcrop_photobyemmagerschagen-copy.jpg"><media:title>00-lead-robingrahamcrop_photobyemmagerschagen-copy</media:title><media:description><![CDATA[A smiling Robin Lee Graham sails on Flathead Lake.]]></media:description><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU4MDc2ODM3MzE3/04-dove-slides-221.jpg"><media:title>04-dove-slides-221</media:title><media:description><![CDATA[Patti trims Robin’s hair during a circumnavigation stop.]]></media:description><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU4MDc3MjMwNjIx/dinner-at-the-grahams.jpg"><media:title>dinner-at-the-grahams</media:title><media:description><![CDATA[Dinner at the Graham’s, the author reads the logbook with Robin and Patti’s son Ben and his wife, Maggie.]]></media:description><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU4MDc2NzcxNzgx/04-dove-slides-144.jpg"><media:title>04-dove-slides-144</media:title><media:description><![CDATA[Robin was just 16 when he set off in Dove, a 24-foot Bill Lapworth design.]]></media:description><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjE4MjU4MDc2ODM3NDA1/04a-robinandpatti.jpg"><media:title>04a-robinandpatti</media:title><media:description><![CDATA[Patti and Robin are still together and adventuring after 55 years.]]></media:description><media:credit><![CDATA[Photo courtesy&colon; Robin Lee Graham and Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Know-how: Adding Windvane Steering and a Hydrogenerator]]></title><description><![CDATA[When we decided to add windvane steering coupled with a hydrogenerator to our sailboat, our focus was on the practical aspects: conserving battery power, adding rudder redundancy, and enhancing our off-grid capabilities. It wasn’t until we sailed with the vane overnight for the first time that we ...]]></description><link>https://www.sailmagazine.com/diy/know-how-adding-windvane-steering-and-a-hydrogenerator</link><guid isPermaLink="true">https://www.sailmagazine.com/diy/know-how-adding-windvane-steering-and-a-hydrogenerator</guid><category><![CDATA[Sailing]]></category><category><![CDATA[diy]]></category><category><![CDATA[know how]]></category><category><![CDATA[Sailboat DIY And Repair Tips]]></category><dc:creator><![CDATA[Christopher Birch]]></dc:creator><pubDate>Mon, 29 Apr 2024 15:27:37 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODY3NDM4NjcxNDky/a-new-balance.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>The new windvane at workPhoto by Christopher Birch</figcaption>
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When we decided to add windvane steering coupled with a hydrogenerator to our sailboat, our focus was on the practical aspects: conserving battery power, adding rudder redundancy, and enhancing our off-grid capabilities. It wasn’t until we sailed with the vane overnight for the first time that we came to appreciate the transcendent thrill the devices also deliver. When the wind is both powering and steering the boat, a satisfying synergy of motion is achieved.Steering in the before times had always been a fight where constant correction was required to maintain course, and the electric autopilot was always on the back foot trying to catch up. The windvane, in contrast, is a peacemaker that provides equilibrium using pure physics, freeing the boat to go where we need her to go as if she knows the way on her own. I never considered steering a fight, until all of a sudden it wasn’t. The vane represents a transformational change, and we fly the red vane sail as a badge of honor marking our sailboat’s arrival into a higher state of being.Attaining balance with the sea is cool. But banking amp-hours is cool too. Shutting off the electric autopilot and steering by vane saves power while at the same time, the attached hydrogenerator creates power. Not only are these two pieces of equipment mounted together, they also work together to balance the onboard energy budget. My wife, Alex, and I are out cruising full time aboard our 36-foot Morris Justine. One of our goals is to keep the engine out of our battery charging equation and instead rely exclusively on solar and hydropower. The 2022-23 Golden Globe Race is proof positive that this is achievable. Most of the boats in the race, including Kirsten Neuschäfer’s winning boat, Minnehaha, were equipped with the exact vane/hydrogenerator setup we chose for our boat. In fact, the success of that equipment on the racecourse around the world is what helped us trust it enough to install it on our boat.<figure>
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<figcaption> Recommended in-water installation of the Hydrovane required some clever modifications to the usual boat yoga.  Photo by Christopher Birch</figcaption>
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Several brands of vane steering systems are available in the marketplace, and many sailors have built their own. The systems come in two varieties: One type of vane controls the ship’s rudder to steer the boat. The other locks the ship’s rudder and uses its own ancillary rudder to steer the boat. On the latter systems, the additional rudder also serves as an independent spare should the main steering system fail. The new breed of rudder-eating orcas off the coast of Spain is one of many threats to a boat’s crucial steering system, so it’s smart to have a backup (“Whale Watch,” January/February 2024).We chose the ancillary rudder system built by Hydrovane. Their customer support is excellent, and they talked us through a number of challenges during the installation. Sailboat transoms come in all shapes and sizes, and Hydrovane has a variety of mounting solutions to accommodate almost all shapes. In theory, installation is simple; just six bolts hold the vane to the boat. It’s getting those six bolt holes drilled in precisely the right spots that proved tricky. In-water installation is encouraged so that measurements to the waterline and to vertical can be more easily and accurately assessed. Our traditional transom angle made this project challenging, as everything was overhead. Lying on a paddleboard under the back of the boat put me in the right position to work. I rigged a tarp in the water under the back of the boat to catch anything I might drop. I also added lanyards on all parts for belt-and-suspender security. A few things did indeed go for a swim, but the safety nets worked, and nothing went to the bottom. <figure>
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<figcaption>The Watt & Sea easily lifts up and out of the water when not in use; the author had ample email and phone support from Hydrovane on the install process.Photos by Christopher Birch</figcaption>
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Installing the Watt & Sea hydrogenerator was much easier. Hydrovane sells the Watt & Sea machine and they have also designed a mount for installing it to the frame of the steering vane, saving additional holes in the transom. If this setup was good enough for Kirsten Neuschäfer, it’s good enough for me. The total installation was mostly a one-person job and I did it on my own; I estimate it was about 70 hours of labor to install plus another 20 hours to plan and measure before ordering parts. It wasn’t an easy project, but the instructions were excellent, as were the phone and email support. Drilling those six holes was worrisome, but the people at Hydrovane have installed a lot of these and have developed a system for measuring. They explain it well, and it worked flawlessly. Maybe the best judge of project efficiency is retrospection; if I were to do this one over, I wouldn’t change much of anything. The hydrogenerator tilts down for use and then tilts up out of the water when charging is complete. Control lines make this easy to manage from the pushpit rail above. A cable runs from the drive in the water to a small and colorful Watt & Sea-provided controller mounted in a dry and out of the way spot down below in the cockpit locker. A pair of wires then deliver power from the controller to the house battery bank. A Bluetooth-connected app on my phone lets us track production. Power output is directly correlated with boatspeed. If we could sail our boat at 12 knots, the Watt & Sea 600 would produce 600 watts of power. At our more typical speed of 6 knots, the generator produces about 200 watts of power. Surfing down a wave at over 8 knots, I’ve seen it touch 400 watts. The generator keeps producing day and night, whereas our solar array only works during daylight and only puts out top power for a few hours around peak sun.As with most major new gear, there have been some learning curves and challenges with the equipment, some anticipated and some not.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4ODgzNDYw/05-img_1489.jpg" height="800" width="1005">
<figcaption>The new system in place on the back of the boat.Photo by Christopher Birch</figcaption>
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The Watt & Sea hydrogenerator must be tilted up once the batteries are fully charged. If we fail to lift it out of the water at full charge, the company warns us that we will destroy the generator. The drive makes a faint noise when it’s time to pull it out, but we haven’t always heard it, and the human error factor here has me nervous. I wish it would shift to a “float” status on its own like every other charging device I’ve worked with and continue to spin without harm should we forget to lift it out when a full charge status is reached. The vane rudder chatters when motoring. It works like a magician when we’re sailing, but when we’re motoring or docking, we wish it would disappear.Removing the vane rudder from deck and reinstalling it is difficult. Dropping the rudder can be managed with the help of a boathook, but reinstalling it requires a trip to the back of the boat in a dinghy—at least on our boat that’s the only way to do it. With other shaped transoms, you might be able to accomplish this from a kneeling position on a swim platform, but even then, the boat would have to be stopped, and it wouldn’t be easy. The truth is we want to remove and reinstall the vane rudder frequently. It’s great for steering the boat when offshore, but we don’t want it down when piloting near-coastal from buoy to buoy, handling the boat in close quarters near the dock, when motoring, or if we were to see an orca coming for a visit (highly unlikely where we sail, at least for now, but still). It’s also good to remove the rudder when at rest to prevent marine growth. Some sort of rudder pivot similar to the pivot the Watt & Sea outdrive uses would be a great improvement for this vane. Both the vane and the hydro drive are prone to catching seaweed and plastic in the water. This is easy enough to clear and is mainly just a nuisance. But I can also imagine that a snag on a lobster trap or other fishing gear could cause significant damage. This equipment isn’t intended for inshore use where fishing gear tends to live.<figure>
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<figcaption>A screen shot of the app that lets you keep track of the Watt & Sea’s power generation and the system in place.Photo by Christopher Birch</figcaption>
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The vane structure can be a sharp hazard to a dinghy tied astern when at anchor in light and/or rolly conditions. A friend’s dinghy was destroyed by his own vane when a wake came by and sent the vane with the rudder removed down into the inflatable like a spike. Our hard dinghy has a few new vane attack scars—nothing too serious, and she lives on to fight another day. We’ve learned from these mishaps and have developed healthier dinghy tie habits. If there’s plenty of wind to keep the dinghy back, we can still safely leave her tied astern when at anchor. But if there is any concern, we revert to either a side-tie or hauling her out. It’s good practice to haul a dinghy out of the water when not in use anyway to protect against theft, marine growth, and wear and tear. The vane adds one more reason to pull her up and out.One other consideration: The gear isn’t inexpensive, even without installation costs, making this a serious investment. I ordered both directly from Hydrovane. The Watt & Sea cost $6,290, while the Hydrovane was $7,715 (this includes shipping and almost all installation and wiring supplies). As the Eagles sing, “Every form of refuge has its price.” Tradeoffs are plentiful here. The vane may not be great for coastal cruising, but it’s awesome offshore. All things considered, we’re delighted to have our new vane and hydrogenerator bolted on out back, and the practical benefits are enhanced by the intangibles. While other equipment often adds complexity and detracts from the alone-with-the-wind-and-sea experience most of us seek, vane steering goes in the opposite direction. The vane adds purity to sailing. Electricity is neither needed nor consumed, steering is no longer a fight, and the boat floats on in a silent, effortless groove.<figure>
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<figcaption>The author’s boat at anchor.Photo by Christopher Birch</figcaption>
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It does take a little getting used to. There is no NMEA2000 cable connecting it to a chartplotter. We can’t set it to steer to a waypoint, and it won’t maintain a compass course. Instead, it simply maintains a constant wind angle. When the wind shifts, so does our course. This steering technique lets us leave the sheets untouched while the vane maintains optimal sail trim through oscillating shifts. When course changes are needed, a closed loop of line running back alongside the lifelines to the cockpit allows us to easily adjust course to the new desired wind angle.A devoted cult of sailors has been evolving vane self-steering technology since the 1950s. Once you try it, your mind opens, and the newfound balance becomes addicting. The vane works tirelessly all day and night without pay or complaint. It’s a piece of boat kit that can put your head into a new gear. A Bernard Moitessier sort of gear. A Kirsten Neuschäfer sort of gear. A headspace that can make you want to keep sailing and never stop. SAIL Contributing Editor Christopher Birch is the founder of Birch Marine Inc. in Boston. He and his wife, Alex, are now cruising full-time aboard their 36-foot Morris Justine. Follow their voyage at <a href="http://EagleSevenSailing.com">EagleSevenSailing.com</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODY3NDM4NjcxNDky/a-new-balance.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODY3NDM4NjcxNDky/a-new-balance.jpg"><media:title>a-new-balance</media:title><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODY3NDM4NjcxNDky/a-new-balance.jpg"><media:title>a-new-balance</media:title><media:description><![CDATA[The new windvane at work]]></media:description><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4Njg2ODUy/01-img_1410.jpg"><media:title>01-img_1410</media:title><media:description><![CDATA[ Recommended in-water installation of the Hydrovane required some clever modifications to the usual boat yoga.  ]]></media:description><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4ODE3OTI0/03-img_1382.jpg"><media:title>03-img_1382</media:title><media:description><![CDATA[The Watt & Sea easily lifts up and out of the water when not in use; the author had ample email and phone support from Hydrovane on the install process.]]></media:description><media:credit><![CDATA[Photos by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4ODgzNDYw/05-img_1489.jpg"><media:title>05-img_1489</media:title><media:description><![CDATA[The new system in place on the back of the boat.]]></media:description><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4NzUyMzg4/04-img_1485.jpg"><media:title>04-img_1485</media:title><media:description><![CDATA[A screen shot of the app that lets you keep track of the Watt & Sea’s power generation and the system in place.]]></media:description><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDIwMzc5ODM4OTQ4OTk2/img_3121-2.jpg"><media:title>img_3121-2</media:title><media:description><![CDATA[The author’s boat at anchor.]]></media:description><media:credit><![CDATA[Photo by Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[From the Editor: Sail On, Patience]]></title><description><![CDATA[When I was growing up with SAIL magazine, Patience Wales was the editor. I was maybe 18 when I pitched my first story to her. She politely declined and encouraged me to keep trying. When I was asked, many moons later, to become editor of SAIL, the irony wasn’t lost on me. Nor was the sense of ...]]></description><link>https://www.sailmagazine.com/cruising/from-the-editor-sail-on-patience</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/from-the-editor-sail-on-patience</guid><category><![CDATA[Eight Bells]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Editor-in-Chief]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Profiles]]></category><dc:creator><![CDATA[Wendy Mitman Clarke SAIL Editor-in-Chief]]></dc:creator><pubDate>Fri, 26 Apr 2024 11:05:09 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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When I was growing up with SAIL magazine, Patience Wales was the editor. I was maybe 18 when I pitched my first story to her. She politely declined and encouraged me to keep trying. When I was asked, many moons later, to become editor of SAIL, the irony wasn’t lost on me. Nor was the sense of responsibility and legacy. Patience had retired in 2001, but her shoes were still the ones that, in my mind, I was attempting to fill as an editor, as a sailor, and as a woman in a male-dominated sport and career. I didn’t fool myself for a minute that I actually could.We all stand on the shoulders of giants, and that’s how I have always felt about Patience Wales. When she died in February at age 89, something deep and abiding as an oceanic current shifted. <a href="https://www.sailmagazine.com/cruising/eight-bells-patience-wales">Her obituary</a> describes her life, loves, and accomplishments, including two circumnavigations. But I wanted to bring her even more into focus here, on the editor’s page she helmed for so long. So, I asked some people who knew and worked with her to offer their stories. A few characteristics quickly stood out. Forcefulness. Energy. Mentorship.<figure>
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“Patience was a gentle but powerful force of nature that belied her size,” said Scott Coe, an assistant editor. “When she walked, she leaned forward, seemingly on a mission, and I suppose she was. It was how she leaned into life in general.”“She was like the Energizer rabbit. She never stopped,” said Gail Anderson, an assistant editor and then associate editor. “Patience had a great sense of humor...emphatic, ironic, and always funny. But she is probably best known for her incredibly high energy and ‘just do it’ attitude. She was in the South Pacific on her second circumnavigation when she interviewed for the position of editor. She jumped on a plane and many exhausting hours later arrived in Boston. She got the job and jumped on another plane and returned to the Pacific.”Her self-assurance, Gail said, inspired others. “She encouraged women to get into sailing and supported the female staff members. During my 20 years on the SAIL editorial staff, I probably would not have been as confident going out there and doing things such as racing to Cuba and chartering in Greece.”<figure>
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Anne Gram, who worked at SAIL from 1977 to 1984 as assistant art director and then art director, said Patience’s counsel at a pivotal moment, when she had a chance to work for the Olympic Committee, was invaluable. “I was in flux on whether to resign or stay. Patience gave me the best advice: ‘Professionally you should stay, personally you should go.’ I took her personal advice…I’ve always thanked her for that. There are a group of women from SAIL who realize what a mentor she was to all of us, truly one of a kind.” Michael Tamulaites, who became racing editor, said all it took was one meeting with Patience to decide to take a job at SAIL out of college rather than race in an Olympic Star campaign. “I moved to Boston and with her as my guide enjoyed many years of creating a tremendous magazine with a magical group of people.” He recalls a day when Patience invited everyone to go sailing on Boston Light, “the Skye 51 she, her boat partners, and her future husband, Knowles Pittman, had sailed around the world. She was so at home onboard, so utterly happy with her great broad smile ever present as we beat out Buzzard’s Bay into a perfect, blustery sea breeze toward Cuttyhunk Island…we learned a lot about each other that day and formed bonds that remain carbon strong.”<figure>
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“To this day,” said Scott Coe, “when I hear ‘If I Had a Boat’ by Lyle Lovett, I think of returning from Bermuda on Boston Light, my first legitimate offshore passage, that set in me a deep-rooted love for not only the sea, but for what lies beyond the horizon. And anchored Patience and Knowles into my life as people who lived life all in.”As a boss, he said, she was, “Encouraging. Instructive. Collaborative. With the grace to accommodate the inevitable guardrails her young charges always seemed to bump into at the magazine. She set a bar I spent most of my career trying to achieve for myself.” Bernadette Bernon, who became editor at Cruising World, said Patience was “a real force–highly competitive and intellectually energetic. She intimidated me, to be honest.” As rival editors, they were not particularly friends. But Bernadette was good friends with Patience’s stepson, Freeman Pittman, who was diagnosed with ALS. At a boat show, when he was in a motorized wheelchair, they met up and “rolled around, laughing at our old inside jokes, just enjoying the day. We rounded a corner in one of the tents, ran into a stern-looking Patience, and stopped, feeling like we’d been caught with our hands in the cookie jar. She rushed over and hugged me. A few months later, at Freeman’s funeral, she said she’d had no idea he and I were friends, and that she’d loved seeing someone still treating him like a normal person.”After that, she and Patience got to know each other better, “and I grew to care about her in a whole new way. Oh, I never let my back down, though; she remained a force!”<figure>
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“I loved working with Patience, she knew exactly what she wanted, and the results spoke for themselves,” said Onne van der Wal. “She played a pivotal role in my early days as a professional marine photographer, and I am very grateful for her guidance.” Photographer Neil Rabinowitz shot freelance and also wrote stories for SAIL. “She understood that sailing was often a journey of self discovery for every kind of sailor, not just voyagers, and pushed me to capture that magic in my photos and my words. I recall Patience losing patience with me numerous times as she encouraged me to be better at my craft. Thank you, Patience.” “Patience was one of those delights who seized life, and she was great fun on charters—as ready to crank a winch as to uncork a bottle of local plonk,” said writer Chris Caswell, who worked with Knowles Pittman. “I don’t think there was a harbor in the Caribbean she couldn’t sail into without someone yelling, ‘Hiya, Patience!’ “I’m sure that’s going to be the case when she gets to Heaven, where she’ll join sailing friends from around the world.” Keep on sailing, Wendy <a href="mailto:wclarke@aimmedia.com">wclarke@aimmedia.com</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTMwNzI0ODQ0NDE0OTA1/lead-thumbnail_img_9018-02.jpg"><media:title>lead-thumbnail_img_9018-02</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTI2MDA0NDA3MDUyMjE3/wales_washing.jpg"><media:title>wales_washing</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTI2MDA0NDA3MTE3NzUz/wales_pineapple.jpg"><media:title>wales_pineapple</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTI2MDA0NDA2OTIxMTQ1/wales_from_anne.jpg"><media:title>wales_from_anne</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Charter: Med Moor Madness]]></title><description><![CDATA[As the Croatian fuel dock attendant flung the dockline back at our boat, I let out a memorable string of salty language. The bow thruster they kept wanting me to use was in a box, uninstalled on our Dufour sailboat that still had that new yacht smell. It was chaos trying to refuel on the last day ...]]></description><link>https://www.sailmagazine.com/charter/charter-med-moor-madness</link><guid isPermaLink="true">https://www.sailmagazine.com/charter/charter-med-moor-madness</guid><category><![CDATA[Sailing]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[Sailing Charter News]]></category><category><![CDATA[Charter]]></category><dc:creator><![CDATA[Zuzana Prochazka]]></dc:creator><pubDate>Thu, 25 Apr 2024 11:24:42 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NjA5NzM4NDI1OTM2/gsjokerchristmatopper.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Sometimes, the Med moor rules are made up as you go along, as evidenced by the layering method shown above while on charter in Greece.Photo&colon; Zuzana Prochazka</figcaption>
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As the Croatian fuel dock attendant flung the dockline back at our boat, I let out a memorable string of salty language. The bow thruster they kept wanting me to use was in a box, uninstalled on our Dufour sailboat that still had that new yacht smell. It was chaos trying to refuel on the last day of charter with everyone else, worse than any racing start line. And yet, here we were, going around again for another high visibility try. In the U.S., we’re generally blissfully ignorant about Mediterranean mooring. As the name implies, this is primarily a European phenomenon, but it becomes our problem when we charter in the Med and sometimes in the Caribbean. The basics are straightforward. You line up two to three boatlengths ahead of your targeted landing spot on a quay or wall, drop anchor, and back up. Then simply step off the stern and tie up with two docklines and snug up with the anchor chain. That’s the theory. In practice, it’s rarely elegant enough to pull off and not spill your Aperol. Periodically, I’ve executed beautiful Med moors worthy of dockside audiences. The rest have started with enough planning for a lunar landing and incorporated Russian gymnast acrobatics, the lassoing skills of a cowboy, and sometimes, profuse apologies. Europeans don’t take things so seriously, and I’ve learned from these masters. Following are 15 tips, some of which are truly useful (others maybe just tart observations over the years):1. There’s no such thing as not enough space on the dock for your beam. If there’s daylight between two boats, it’s a fair target and if you don’t take it, the next guy will. 2. Fenders, shmenders. If you rip off a couple of your neighbors’ while backing in or blasting out, they probably won’t miss them. 3. Back down as fast as possible. It confuses those already in place and doesn’t give them time to put up resistance. 4. If two boats are snuggled up on the wall and you’re in Greece, consider that an invitation to tie your stern to their bows and then walk across their decks all night. It’s a conversation starter. 5. If you lay your anchor chain across all the ones already down, you can leave first. 6. If you forget to tell your bowman when to drop the anchor as you’re backing, roll with it and hope you’re wedged in hard enough to not move.7. Strategic use of the bow thruster could push your neighbor far enough to create more space for yourself. Try to moor next to smaller boats. It’s a game of tonnage.8. Hand gestures vary by country but most are fairly easily understood, especially if they’re from your potential neighbors. Stay firm! Don’t be easily put off.9. Smile no matter how the Med moor is going. Looking confident and friendly is half the battle. Don’t make eye contact.10. When backing into a pre-set Med moor with a fixed bow line, make sure to come in at a weird angle and keep the prop engaged as much as possible to maximize your chance of wrapping the underwater line. It’ll hold you good and tight. (Kidding here. Really.)11. Find a ridiculously long dock line to use as a stern tie. Helpful hands on the dock receiving 50 feet of jumbled rope will appreciate it.12. At least five non-line-handling observers at the stern always make things go smoother.13. Ending up horizontally across multiple bows is considered bad form by nearly all nations except Slovenians who invented this form of “side tie.” 14. When you’re already moored, be sure to stand on the bow, elbows out in the “bitch wing” formation to dissuade anyone else from coming next to you (this is also useful for anchoring situations in tight harbors).15. If in doubt, come in as cocky as Captain Ron. Half the time you’ll get lucky, and the yacht club will talk about you the rest of the summer. The other half of the time, you won’t hear them talk or you won’t understand them anyway. Take wind, current, and holding ground, then toss in a sketchy bow thruster and multiple nationalities, and Med mooring has the potential to really entertain. And remember, once you’re tucked in, you too can watch others’ efforts with a cocktail and superior attitude. It’s the mooring circle of life. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NjA5NzM4NDI1OTM2/gsjokerchristmatopper.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NjA5NzM4NDI1OTM2/gsjokerchristmatopper.jpg"><media:title>gsjokerchristmatopper</media:title><media:credit><![CDATA[Photo&colon; Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NjA5NzM4NDI1OTM2/gsjokerchristmatopper.jpg"><media:title>gsjokerchristmatopper</media:title><media:description><![CDATA[Sometimes, the Med moor rules are made up as you go along, as evidenced by the layering method shown above while on charter in Greece.]]></media:description><media:credit><![CDATA[Photo&colon; Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Boats and Their People: Daniel Hays and Sparrow]]></title><description><![CDATA[Daniel Hays, at age 63, is now almost 10 years older than his father David was when they sailed around Cape Horn together in a tiny 25-foot cutter named Sparrow. That was back in the mid-1980s. They co-wrote a book about their adventure and spent seven years pitching it. When finally it was ...]]></description><link>https://www.sailmagazine.com/cruising/boats-and-their-people-daniel-hays-and-sparrow</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/boats-and-their-people-daniel-hays-and-sparrow</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[cruising]]></category><category><![CDATA[people and boats]]></category><category><![CDATA[Profiles]]></category><dc:creator><![CDATA[Charles J. Doane]]></dc:creator><pubDate>Wed, 24 Apr 2024 12:29:07 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDMwODEwOTQwMDI0Nzg4/hays1_doane.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Daniel with Sparrow in her shed.Photo by Charles J&period; Doane</figcaption>
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Daniel Hays, at age 63, is now almost 10 years older than his father David was when they sailed around Cape Horn together in a tiny 25-foot cutter named Sparrow. That was back in the mid-1980s. They co-wrote a book about their adventure and spent seven years pitching it. When finally it was published in 1995 as My Old Man and the Sea, it became an instant bestseller. A fine photograph of Daniel sailing Sparrow singlehanded graced the cover of the November 1995 issue of this very magazine. Inside, then-editor Patience Wales hailed the book as being “about relationships—between father and son, between people and their boat, between sailors and the sea.”Sparrow, the compact nexus of those relationships, is a Laurent Giles-designed Vertue, the fifth hull built in fiberglass, sister to nearly 200 wooden predecessors dating back to 1936. Her form is very traditional, with a stout transom-hung rudder behind a long full keel. Unlike most of her sisters, she carries no engine. Daniel and his dad acquired her as a bare hull in Portsmouth, England, had her shipped to Connecticut, and then—with the explicit intent of prepping her to sail around Cape Horn—spent two years finishing her build.<figure>
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<figcaption>The pair “back in the day” landing on the cover of SAIL magazine, with a photo by Benjamin Mendlowitz.</figcaption>
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They did an outstanding job. Daniel and his dad were both experienced sailors and handy with tools, having previously built a house together when Daniel was age 16. Sparrow is, to this day, a paragon of careful craftsmanship—“as big a boat as we could afford to perfect,” was how dad David described her at the time. Much of the metal aboard is custom-cast bronze, and her interior is all fine wood joinery without an inch of fiberglass showing. Every drawer, locker, cabinet, and floorboard is cleverly organized and so carefully secured, Daniel still likes to boast, you can turn the boat upside down and nothing more than a pencil will come loose.And he should know. Daniel sailed this boat with a friend from Connecticut down to Jamaica, then from Jamaica through Panama and around the Horn to Uruguay with his dad, then finally all the way home from Brazil to Connecticut on his own. The moment of truth came when he and his dad were about 50 miles southwest of the Horn, hand-steering through a Force 9 gale. Dan was on deck alone when Sparrow was knocked flat to starboard surfing off a wave.“What I’d been standing on was above my shoulder level,” he wrote. “I was in the ocean! The foaming waves I’d been looking at were at my chin. My tether was yanked tight as Sparrow came up level, surfed again, and fell over to port, the starboard deck and rail shooting up over my head. I kicked my legs and paddled for a moment in free water, then Sparrow righted and I was scooped on deck.”Later that night, after the gale had eased, Dan was again on watch alone when he spotted the Horn, “a featureless lump.” He described it to his dad as the “one wave that didn’t go down.”Much more than the drama of such moments, the book Dan and David wrote is about how their relationship evolved during their voyage. Their alternating parallel narratives tug at each other—teasing, cajoling, admiring, admonishing, laughing at, and celebrating each other. It is the magic of this tension that readily draws in readers who are not sailors. For ultimately, this is the story of how the son became skipper and the dad became crew. Dan’s resentment that his father, once his hero, has been diminished, becomes palpable, as does David’s pride and joy as he finds his son has become his hero.I spent a long afternoon with Daniel last summer and immediately recognized the character from the book. He is at once mischievous and kind, with a brilliant, erratic wit, a quirky, sometimes manic demeanor, intensely creative, with more than a few flashes of wisdom showing through. Our conversation touched on many topics, often careening wildly off course, but its putative focal point was his boat, Sparrow, which he still owns.He took me to meet her, stored in a shed not far from his home in Brooklin, Maine. It’s been decades since she was in the water. Daniel always supposed he would one day sail her solo nonstop around the world, but a lifetime has intervened. His career as a wilderness guide and therapeutic supervisor, as a teacher and mentor to troubled kids, and now as a caregiver to patients suffering from dementia, has always been focused on helping others. He’s been married and divorced and has raised two kids.And now, like his dad before him, Daniel is diminished, a bit too old, he believes, to indulge another dream of extreme sailing. So Sparrow is up for sale. Her topsides and deck are flawless, the product of a fresh paint job that cost much more than expected. Her interior meanwhile is untouched, a time capsule of memories Daniel and I spent some time exploring, all of it still filled with the kit that took him and his dad around the world.Daniel can envision Sparrow’s next owner: someone to keep her alive, to sail her hard and build a relationship with her. “That’s who I want to have buy this boat,” he told me in a grim voice… and then he smiled.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg" height="735" width="1200">
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDMwODEwOTQwMDI0Nzg4/hays1_doane.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDMwODEwOTQwMDI0Nzg4/hays1_doane.jpg"><media:title>hays1_doane</media:title><media:credit><![CDATA[Photo by Charles J&period; Doane]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDMwODEwOTQwMDI0Nzg4/hays1_doane.jpg"><media:title>hays1_doane</media:title><media:description><![CDATA[Daniel with Sparrow in her shed.]]></media:description><media:credit><![CDATA[Photo by Charles J&period; Doane]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDM0MzM0OTYwNjkwNjg2/sailcoverphotobybejaminmendlowitz.jpg"><media:title>sailcoverphotobybejaminmendlowitz</media:title><media:description><![CDATA[The pair “back in the day” landing on the cover of SAIL magazine, with a photo by Benjamin Mendlowitz.]]></media:description></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Cruising Tips: Wiring Checks and New Sextants]]></title><description><![CDATA[Running out of fuel or losing the engine by way of filters blocked with dirty diesel is bad enough, but ending up with an engine full of water transforms a serious nuisance into a catastrophe. One can lead to the other surprisingly easily. Cooling water exits the heat exchanger via the exhaust pipe ...]]></description><link>https://www.sailmagazine.com/cruising/cruising-tips-careful-with-the-cranking</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/cruising-tips-careful-with-the-cranking</guid><category><![CDATA[cruising]]></category><category><![CDATA[Cruising tips]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Cruising Tips]]></category><dc:creator><![CDATA[Tom Cunliffe]]></dc:creator><pubDate>Tue, 23 Apr 2024 11:35:36 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDg5NjU5/engine.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDg5NjU5/engine.jpg" height="800" width="1067">
<figcaption>Be careful with cranking over the engine after a few attempts. Photos courtesy of Tom Cunliffe</figcaption>
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<h3>Careful with the Cranking</h3>Running out of fuel or losing the engine by way of filters blocked with dirty diesel is bad enough, but ending up with an engine full of water transforms a serious nuisance into a catastrophe. One can lead to the other surprisingly easily. Cooling water exits the heat exchanger via the exhaust pipe to cool and quiet the gases. If the engine is cranked over for a long time without starting, there’s no exhaust gas pumping into the pipe, but the cooling water still gets pumped round, and it’s not unusual for it to flow back into the engine. Many engines are protected against this, but by no means all. If in any doubt about whether yours is in the happy group, when a prolonged cranking session seems likely because you must bleed air out of the fuel system, shut off the cooling water seacock first, then flip it on again as soon as the engine fires up for keeps.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDI0NzYx/sparky.jpg" height="665" width="1200">
<figcaption>A sorry-looking set of connections like this needs at least a thorough check-over. Photos courtesy of Tom Cunliffe</figcaption>
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<h3>Spring Sparky Checks</h3>At spring fit-out time, most of our boats have been lying damp and idle for months. If yours, like mine, is past her first flush of youth, it’s well worth spending a few hours checking electrical connections. It’s pretty mindless work, so I put on some good music, then I grab a wire stripper or at least a sharp knife, lay out the packets of terminal connectors supplied by my local chandlery and start pulling up floorboards. Once I’ve made certain of the wiring to the starter motor and back to earth, it’s the contacts in the bilge I’m after. Others may cause trouble, but it’s the guys out of sight, especially round the heel of a keel-stepped mast, that are queuing to let me down. If I’m in doubt after giving each a serious wiggle, I remake them to be certain that when the steaming light goes out in the approaches to San Francisco, it can only be the bulb that’s duff.<h3>The Demon Inverter</h3>More and more of us have inverters on board these days, and wonderful things they are. At the soft end of their scale, they allow us to charge PCs, iPads, phones, etc., without the need for a 12-volt adapter, but a hefty one can also accommodate drills and other mighty power draggers. Before plugging in anything serious, however, it’s worth doing the basic sums with good old “watts = volts x amps” formula. Although the inverter is delivering main power and correspondingly low amperage, you don’t get anything for nothing in this life. All the juice comes from the batteries in the end, so a 1Kw (1000 watts) hair dryer will theoretically draw about 83 amps. However, inverters are not 100% efficient so it’s safer to divide the demand by 10 rather than 12. That blow-dry is now costing the battery bank 100 amps. Even with the engine running, most alternators won’t get anywhere near that, so it’s downhill all the way. No problem, so long as you’ve a big battery bank and you don’t run the fan heater until the lights go dim!<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDI0MTIz/plath-1.jpg" height="800" width="1067">
<figcaption>This Cassens & Plath sextant allows the user to take a sight without a clear horizon.Photos courtesy of Tom Cunliffe</figcaption>
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<h3>Stars to Steer By</h3>A celestial navigation student of mine showed up recently with a new Plath sextant, and I have to say I have never seen so fine an instrument. It wasn’t as beautiful as the brass-bound WWII Husun that has served me well for 40 years, but it had one colossal advantage. Attachable to the optics was a black box which worked like an airman’s bubble sextant. To work conventionally, a sextant needs a clear horizon, but this device enables the user to take a sight without one. Freed from this essential factor, my student had plotted the position of his back garden in Switzerland. The real wonder is that the navigator can shoot a star without referring to a horizon. The rest of us need a horizon to make an angle to measure the star’s height, so they can only be made at twilight. With the black box, deep-space observations are no longer confined to twilight. The sheer romance of a sighting of Polaris for latitude, crossed with Jupiter and fixed by Sirius while the Milky Way blazes across an ocean sky, is enough to bring a tear to the eye. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg" height="666" width="1200">
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDg5NjU5/engine.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDg5NjU5/engine.jpg"><media:title>engine</media:title><media:credit><![CDATA[Photos courtesy of Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDg5NjU5/engine.jpg"><media:title>engine</media:title><media:description><![CDATA[Be careful with cranking over the engine after a few attempts. ]]></media:description><media:credit><![CDATA[Photos courtesy of Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDI0NzYx/sparky.jpg"><media:title>sparky</media:title><media:description><![CDATA[A sorry-looking set of connections like this needs at least a thorough check-over. ]]></media:description><media:credit><![CDATA[Photos courtesy of Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUwMDA3MTAwMDI0MTIz/plath-1.jpg"><media:title>plath-1</media:title><media:description><![CDATA[This Cassens & Plath sextant allows the user to take a sight without a clear horizon.]]></media:description><media:credit><![CDATA[Photos courtesy of Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Sailing Against the Storm]]></title><description><![CDATA[I lay in my suspended bunk and waited for the next wave to lift me up and slam me down onto the hard bench below. It was the middle of the night and about 12 hours into what would turn out to be a 36-hour low pressure system. The winds from the northeast were testing me and the boat on our way to ...]]></description><link>https://www.sailmagazine.com/cruising/sailing-against-the-storm</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/sailing-against-the-storm</guid><category><![CDATA[Weather]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Lifestyle]]></category><category><![CDATA[storms]]></category><dc:creator><![CDATA[Phil Haydon with Lauren Darby Zike ]]></dc:creator><pubDate>Mon, 22 Apr 2024 11:48:52 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkzMTM2/01-billsheaphotography-cepheus__083120-549.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>The kite says it all on Phil’s former boat, a Quest 33s. Photo&colon; Bill Shea</figcaption>
</figure>
I lay in my suspended bunk and waited for the next wave to lift me up and slam me down onto the hard bench below. It was the middle of the night and about 12 hours into what would turn out to be a 36-hour low pressure system. The winds from the northeast were testing me and the boat on our way to Bermuda. I was glad that I could not see the walls of waves that the Gulf Stream slammed into the hull. The forecasted 30 knots of breeze had been true and then some, as I flew off of waves at speeds of up to 21 knots even with reefs in the jib and mainsail.This was my first season onboard Fearless, a 2020 Jeanneau Sunfast 3300. I wondered, had I prepared the boat well enough? Had I prepared myself well enough? As we ricocheted off the next wave I thought, “I sure hope the builders were at their best during construction.” My eyes, darting from the instruments to the water sloshing in the bilges and back to the instruments again, caught on two stickers on the forward bulkhead. Two names of Virtual Shipmates—each with epilepsy like myself—one about to undergo surgery in Australia and the other the daughter of a close friend. Each suffering from uncontrolled seizures, which can cascade into a multitude of other life-altering challenges.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkyODc1/02-img_8231.jpg" height="800" width="1127">
<figcaption>Phil Haydon at the helm of the Jeanneau Sunfast 3300 Fearless. Photo&colon; Lauren Darby Zike</figcaption>
</figure>
They were why I was out here. At 2:30 p.m. on July 6, 1973, I was riding my bike home from school when a house brick, thrown through the air, hit me on the forehead. I lost a 2-inch diameter piece of my skull and began having seizures within hours of the injury. It took two surgeries, along with medication and dosage adjustments over a period of several years, to become stabilized. But I am fortunate to have had my seizures controlled for more than 45 years. It is now my life’s mission, through my nonprofit organization Sail For Epilepsy, to inspire others affected by epilepsy to choose to live fuller lives, as I have done, with the necessary safety measures in place. Epilepsy is diagnosed when someone has two or more seizures which result from elevated electrical activity in the brain. Like many diseases, epilepsy causes a spectrum of impairments that are patient- specific. I am lucky that my seizures are medically controlled and there are only a few things I can’t do: scuba diving and solo piloting. So I challenge myself by racing, either solo or doublehanded, in offshore races around Newport, Rhode Island.As part of the Sail For Epilepsy program we ask people with epilepsy, their families, and their caregivers to join our One More Step Challenge. They choose to do something they haven’t done before, regardless of where their disability sits on the epilepsy spectrum. When you accept the OMS Challenge you become a Virtual Shipmate. We put the first names of our Virtual Shipmates on the hull of Fearless, and we sail with this crew of over 500 people from 21 countries. It is their courage and determination, as they face the daily hardships brought on by epilepsy, that provide me strength when I sail. The storm en route to Bermuda that gave me more than one bruise happened during my fourth attempt at the Bermuda 1-2 and the third I would eventually finish, taking third in my class on the solo leg from Newport to Bermuda. The storm ripped the wind indicator from the mast and saw me crawling on my knees aft to start the engine when I needed to charge the batteries. With water cascading over the deck into the cockpit, the touchscreen instruments were constantly affected. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4OTU4Njcy/03--fearless-b12_23_02.jpg" height="800" width="1128">
<figcaption>Phil and co-skipper Jim Rudser put Fearless through her paces before the start of the Bermuda 1-2 in 2023.Photo&colon; Lauren Darby Zike</figcaption>
</figure>
At one point, this excess water switched the autopilot into standby mode mid-Gulf Stream. Of course, this was in the middle of the night and led to an almighty broach while I was napping. As is often the case, the next day brought a glassy sea and the sound of the mainsail flogging in no wind.I laughed to myself as I tidied up the boat and downloaded the latest weather information, looking for the path to get to Bermuda in the shortest elapsed time. Wind models didn’t agree and forecast wind strength was light. The routing suggested a course well to the west of the rhumb line for 24 hours. I decided to head straight to Bermuda and follow the shortest path given the unpredictability of the forecasts. With my route now planned, I took the opportunity during the calm conditions to connect with my Virtual Shipmates. I recorded a short video for social media to show everyone the contrasting conditions as compared to the previous day. I talked about being in the moment and finding ways to enjoy every aspect of life, even if things aren’t going as planned. I made a video call to a Virtual Shipmate who lives in Florida to show her what life in the middle of the ocean looked like and to hear about her journey with epilepsy. Epilepsy can be a very isolating disorder, often making it a challenge even to leave the house for fear of having a seizure in public, or worse, sustaining an injury. I’ve found through making these connections, by showing the ways I’m living my life despite epilepsy, I can encourage others to take on new challenges: walking a city block on their own, learning to ride a bicycle, playing a new instrument, talking to their classmates about epilepsy to help reduce stigma.This mindset informed the name I chose for my boat—Fearless. I want our followers to “fear less.” This doesn’t mean one should go through life—or sail—with reckless abandon. Rather, take a small step outside your comfort zone. Talk it through with your family and if needed, your medical team. Then, take another small step. And another. I believe by taking small steps we can achieve great things.Up next for me is the famous Newport Bermuda Race this summer. It has the same course as the first leg of the Bermuda 1-2 but the fleet will be much larger, with boats ranging from 30 feet to more than 60 feet long. I will be racing in the doublehanded class, along with my co-skipper Alex Kraebel, who I trained with last season. We have become a solid team of just two while most of the other boats will be fully crewed with potentially 10 people aboard. Despite being doublehanded, we won’t be alone. Fearless may only be 33 feet long, but she will have her crew of Virtual Shipmates along for the ride. Preparation, skill, and execution are all necessary to complete these races, but for us there’s one other essential component. I don’t know if I could do it without the motivation provided by this amazing group of people. When the next piece of equipment breaks or the wind builds in the middle of the night, I’ll think of Tyler in South Africa, learning to play the drums and coming to terms with having epilepsy. Or Sean in Canada, who has his own sailboat and recently chose a surgical option to control his seizures. Or West in Connecticut, who spends more time in the hospital than at home but has a caring family around her to get her through the tough times. They will help me get across the finish line. Phil Haydon is the Annetta and Gustav Grisard Professor of Neuroscience at Tufts University School of Medicine where he runs an active research lab studying a variety of neurological disorders. He’s sailed over 30,000 nautical miles, including an Atlantic crossing in 2022. You can learn more about Sail For Epilepsy by visiting <a href="http://sailforepilepsy.org">sailforepilepsy.org</a>.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg" height="666" width="1200">
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkzMTM2/01-billsheaphotography-cepheus__083120-549.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkzMTM2/01-billsheaphotography-cepheus__083120-549.jpg"><media:title>01-billsheaphotography-cepheus__083120-549</media:title><media:credit><![CDATA[Photo&colon; Bill Shea]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkzMTM2/01-billsheaphotography-cepheus__083120-549.jpg"><media:title>01-billsheaphotography-cepheus__083120-549</media:title><media:description><![CDATA[The kite says it all on Phil’s former boat, a Quest 33s. ]]></media:description><media:credit><![CDATA[Photo&colon; Bill Shea]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4ODkyODc1/02-img_8231.jpg"><media:title>02-img_8231</media:title><media:description><![CDATA[Phil Haydon at the helm of the Jeanneau Sunfast 3300 Fearless. ]]></media:description><media:credit><![CDATA[Photo&colon; Lauren Darby Zike]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NTU2NTE4OTU4Njcy/03--fearless-b12_23_02.jpg"><media:title>03--fearless-b12_23_02</media:title><media:description><![CDATA[Phil and co-skipper Jim Rudser put Fearless through her paces before the start of the Bermuda 1-2 in 2023.]]></media:description><media:credit><![CDATA[Photo&colon; Lauren Darby Zike]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[A Charter in Corsica]]></title><description><![CDATA[You may know Corsica as the island just north of Sardinia in the Mediterranean where, in August 2022, a violent derecho swept through with 140-mile-per-hour winds, tossing boats onto beaches like so much kindling and wreaking havoc across the island. The weather was unprecedented, but you could ...]]></description><link>https://www.sailmagazine.com/charter/a-charter-in-corsica</link><guid isPermaLink="true">https://www.sailmagazine.com/charter/a-charter-in-corsica</guid><category><![CDATA[Sailing Charter News]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[Charter]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Eric Vohr]]></dc:creator><pubDate>Fri, 19 Apr 2024 11:00:12 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MTEzMzc0/corsica.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>A sailboat enters the magnificent Bay of Bonifacio on Corsica’s south coast. Photo&colon; Michaela Urban</figcaption>
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You may know Corsica as the island just north of Sardinia in the Mediterranean where, in August 2022, a violent derecho swept through with 140-mile-per-hour winds, tossing boats onto beaches like so much kindling and wreaking havoc across the island. The weather was unprecedented, but you could argue that it somehow fit the nature of this place, whose wild edges—both geographic and historic—make it one of the most mesmerizing islands in the Med. Fortunately, when I visited last year for a weeklong charter, the derecho’s devastation was largely in the rear-view mirror, the weather was lovely, and the cerulean waters, local markets, and lively culture—rather a mashup of Italian and French—revealed the yin to the island’s yang of wildness. It’s this mix of the two that makes Corsica such an intriguing place to visit by boat. Wild is the best way to describe it. The fourth-largest island in the Mediterranean, Corsica is also the most mountainous, with its highest summit at just under 9,000 feet and more than 100 peaks at nearly 7,000 feet. With this jagged spine of massifs soaring skyward, its edges are fringed with more than 200 beaches. Its history, too, has been jagged and harsh. Corsica has been fought over for centuries, a fierce nature that’s evident in its flag, which depicts a Moor’s severed head. There are many legends, but the most chilling speaks to the former custom in Corsica of beheading and impaling Moor heads on spikes to deter other would-be invaders. In more recent times, the island’s desire for independence from France reached its peak in the Corsican conflict—an armed nationalist struggle in the 1970s against the French government. <figure>
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<figcaption>The sunset casts a beautiful glow across the deck of the Dream Yacht Charter’s Nautitech 40 Open. Photo by Michaela Urban</figcaption>
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Imagine my surprise when, on day four of our charter, my crew and I awoke in Cala di Palu on the west coast to the sound of ferocious barking dogs and gunfire. One of the more popular pastimes here is hunting wild boar, and hearing what was clearly such a hunt so close in what was an otherwise bucolic, dreamy setting was a reminder of the untamed nature still so much a part of this island.We started in Ajaccio on Corsica’s west coast, where Dream Yacht Charter has its base. After the Dream Yacht team introduced us to our boat, we explored a bit of Ajaccio, spending the afternoon provisioning at Marché Ajaccio, a stone’s throw from the marina. Like so many of the markets on this island, it was rich with local cheeses, cured meats, fresh fish, produce, baked goods, and wine, making provisioning for the week a pleasure. In the evening, we roamed Ajaccio’s narrow, ancient streets thick with the delicious aroma of Mediterranean dishes wafting from its many restaurants and outdoor cafes. One of the things I love about sailing in countries with a French influence is that the food is always good.If you’re interested in European history, you’ll enjoy learning that Ajaccio is the birthplace and final resting place of Napoleon Bonaparte. Ajaccio Cathedral, built at the end of the 16th century, is where Napoleon was baptized, and La Chapelle Impériale contains the tombs where he and his family are buried. You can also stroll Place Foch, Place Général-de-Gaulle, and Place d’Austerlitz and view the many statues celebrating this famed conqueror. <figure>
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<figcaption>A stone sculpture glowers at the prehistoric site at Filitosa. Photo by Michaela Urban</figcaption>
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Of course, the history of this island goes far deeper than the 18th and 19th centuries. One archeological site here, Filitosa, has produced arrow heads and pottery dating back to 3300 BC, and it includes amazing, intact, 6- to 9-foot-high menhir (stone sculptures depicting warriors and their weapons) dating to 1500 BC.From Ajaccio, the hard part is choosing where to go, since there are a multitude of great sailing destinations, bays, and other attractions whether you head north or south. The Dream Yacht base told us the majority of sailors head south to see Bonifacio, one of Corsica’s most spectacular ancient seaside towns. However, since I prefer to explore the road less travelled in search of tranquil and empty anchorages and a more natural experience, we headed north.Leaving port, we rounded our first headlands and passed through the Iles Sanguinaires. This provided a remarkable first glimpse of this rugged, rocky coastline’s stunning beauty. We also had our first encounter with one of the famed Genovese towers, in this case, Tour de la Parata, strategically placed on high promontories along the coast. These were constructed by the Republic of Genoa between 1530 and 1620 to stem attacks by Barbary pirates. The wind was relatively light and on our nose, which made for slow going, but our Nautitech 40 Open did remarkably well given the conditions. Most importantly, we were able to sail, which is great because I hate running the motor. Luckily, we did not have any major agenda, except that we wanted to visit Cala di Palu and hike to another one of these Genovese towers called Torra di Turghju. <figure>
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<figcaption>The bay at Santa Giulia was perfect for shallow water exploring.Photo by Michaela Urban</figcaption>
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I’ve learned that often it’s best not to get locked into a strict sailing schedule in an effort to see everything. On one of my first charters in the Greek Cyclades many years ago, I tried to see every island in the chain. As a result, I saw mostly water and not much of the islands, because we were sailing to and fro the whole time. I’ve since learned to focus more on the experience than the destination—although it’s hard when there’s so much to see. Given the wind speed and direction, we made Anse de Fica our first stop, an easy 11 nautical miles north of Ajaccio. One of many beautiful, protected coves we encountered, the water here was a crystal-clear, deep cerulean blue that brightened to a beautiful radiant green at the foot of the tall cliffs protecting a tiny white sand beach. The holding was excellent, we just had to be careful to avoid the sea grass and steer clear of some sharp rocks on the southern end of the anchorage.As soon as we secured the anchor, we donned our snorkel gear and jumped in to explore. Marine life was limited to sea urchins, scattered coral, schools of small black and white fish, and a few sea cucumbers. But that’s what we’ve come to expect in the Mediterranean, as it’s been fished for thousands of years. Still, it was fun to get our feet (and heads) wet and explore. Almost all of these bays have networks of trail systems inviting you to do a little trekking. Anse de Fica is no exception. After a post-swim snack of cheese, meat, olives, and fresh baguette, we launched the dinghy and set out to explore the environs. The trail leading up from the beach took us to a high lookout with stellar views. And as we continued on, we discovered a second equally amazing beach called Plage de Vaccaja.After this nice baptism into the wonders of Corsica, we decided to visit Baie de Sagone. This relaxed seaside town has a couple of amazing French restaurants, a fully stocked grocery store, and a long, expansive beach—perfect for a morning jog. More importantly, it had what we needed to solve two small problems. One, we needed more fresh baguettes. But also, Air France had lost my luggage, so I needed to stock up on some gear. Luckily, I’d kept some essentials in my carry-on—lessons learned from having lost my gear once while heading to a regatta in Charleston, South Carolina—so I only needed a few things to tide me over.At a shop called Sarl Le Forum I found a large selection of pretty much everything I might need—fishing tackle, wetsuits, snorkel gear, sunglasses, swim shorts, T-shirts, you name it. The owner was very nice and gave me a comprehensive Corsican history lesson, although my high school French was a bit rusty.<figure>
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<figcaption>The author takes a look at the sail trim while sailing through Iles Sanguinaires. Photo by Michaela Urban</figcaption>
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Sagone also has a large grocery store with fresh baked goods and a wide range of cheese, meats, fresh fish, produce, wines, olives, all at good prices (just in case you forgot something while provisioning). A convenient dinghy dock on the southern end of the beach is a three-minute walk to the grocery store. We got a special treat in the morning while anchored in Bay of Sagone. Two Canadair CL-415 “waterbomber” amphibious aircraft conducted a number of practice sorties in the bay, picking up seawater and then dropping it over and over. Often it looked like they were going to run us down, but the trained pilots were able to get airborne with their heavy load of water before crashing through our catamaran. Needless to say it was a great show to entertain us as we had coffee on deck. As we continued north along the west coast, we all marveled at the never-ending display of craggy rock formations and sheer cliffs along the shore. Fishing with the new tackle I had picked up in Sagone, I took us quite close to these rocks, and it was like touring a rock sculpture garden. Our next target (and our only real primary destination) was Cala di Palu—another beguiling natural bay tucked right against massive rock walls. There’s an obvious cut in the rocks at Cala di Palu where you can land a dinghy. The trail to Torra di Turghju starts right there, so it was all straightforward.One thing you learn right away when you hike in Corsica is this island is not for the faint of heart. That’s not surprising, since this island is home to the famed GR20, a 136-mile-long hiking trail that crosses Corsica diagonally, following the range of mountains that effectively divides the island in two. The trail takes you up to 6,561 feet above sea level and is reportedly the most rigorous hiking trail in Europe.<figure>
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<figcaption>Taking a rest stop at an old building on the hike to Torra di Turghju. Photo by Michaela Urban</figcaption>
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The hike to Torra di Turghju was nothing like the GR20, but it was still sweaty and heart-pumping, especially in the dry heat ubiquitous in Corsica. This tower is also accessible by land, and we ran into quite a few hikers during our adventure. The trail starts out fairly easy and wide, with some nice old stone buildings to explore, but the final push to the tower is single track and steep. It’s all exposed, and the sun was intense, so I was glad we were well prepared with water, hats, and sunscreen. The spectacular views from this tower spoke more to the savage and beautiful nature of this island; hikes like these, while strenuous, are well worth it, as they provide a view of Corsica you can’t get from sea level.A little farther north along the coast we found another wonderful and curious cove and beach that had a collection of eclectic makeshift “private vacation huts.” The locals we encountered here were as interesting as the dwellings. It had all the appearances of some kind of hippy artist commune. I couldn’t find the name of this cove on the charts, but one of the friendly people there told me it was called Ruisseau de Mezzanu. With only one more night left on our charter (where does the time go?), we decided to head south and spend our last evening at Iles Sanguinaires, which we had sailed through at the beginning of our trip. This is a small group of islands off the Pointe de Parata, and we found a good anchorage just south of the islands. There’s a short easy hike to Tour de la Parata that provides an excellent view of the archipelago. If you have a good dinghy and the sea is relatively calm, you could also head out and explore the islands.I used to spend most of my time sailing in the Caribbean. And I still have a special place in my heart for those islands. Yet I’m equally drawn to the diverse history and culture one finds in these ancient Mediterranean islands, each with its own story and unique flavor. Corsica is only 300 miles from my last sailing destination, Mallorca—a distance that would not even get you across the state of Colorado. And yet, the differences in culture, history, landscape, language, architecture, people, and cuisine are remarkable, which is exactly why I keep coming back here. <figure>
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<figcaption>Sunset at Iles Sanguinaires. Photo by Michaela Urban</figcaption>
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Extra CreditOur charter had only whet my appetite, and I wanted to see what lay south of Ajaccio, so my partner and our daughter returned a few weeks later. Following are a few of the highlights.In Ajaccio, we had a couple of wonderful nights at Sofitel Golfe d’Ajaccio Thalassa Sea and Spa. An oasis of relaxation and stress release, the private beach is as pretty as any I encountered on my sail. South of Ajaccio, Bonifacio—which faces Sardinia about 7 miles south across the Strait of Bonifacio—is the main attraction. It’s a 40-nautical-mile sail from Dream Yacht Charter’s base; there are many potentially great coves on the west coast south of Ajaccio to break up the trip. One we liked was Plage de Cupabia, an expansive natural bay with scattered rock formations and tidal pool. The bay had a good sandy bottom with a lot of room for boats. There’s a great little restaurant right on the beach called Waikiki Beach that we very much enjoyed. Perched atop 230-foot-high chalk-white limestone cliffs, Bonifacio is nothing less than extraordinary. High winds, strong currents, and landslides have led to severe erosion at the cliffs’ base, placing the buildings of this city perilously close to the edge, giving the illusion that they’re about to tumble into the sea. Here you’ll find the southern coast’s best and only major harbor, the Bay of Bonifacio. This remarkable bay is a deep fjord framed between towering rock cliffs, separated from the sea by a 5,000-foot-long, narrow, rock promontory. There’s a marina here, as well as 90 moorings with metal rings imbedded in the rock for stern lines and lazy lines for the bow. Bonifacio needs at least one full day for exploring. The old town is a labyrinth of narrow streets and historic buildings with wonderful open-air restaurants and shops. A must-do for “active” types is The King of Aragon’s Stairway—a 1,890-step stairway that hugs a cliff and leads from the city down to sea level. It was constructed in the 15th century to access a freshwater well that’s no longer used. This is a somewhat perilous hike down and a rigorous hike back up, but it’s doable, even with a kid in tow. The views of the savage sea crashing on the rocks below and Sardinia to the south are wonderful.Just around the southern tip of the island and up the east coast are few more anchorages that I’ve already put on my list for our next charter here. One of these is Plage de Rondinara, a natural, well-protected bay with plenty of space and good holding for many boats. On a peninsula with beaches on both sides, the water here is calm and crystal blue and perfect for splashing around with my 2-year-old. The second spot on the southeast coast is Golfe de Santa Giulia, where we stayed at the lovely Hotel Moby Dick. There’s no anchoring in this beautiful, protected bay, but mooring balls are available. The beach is long and fairly empty (at least it was during our end-of-season visit). Shallow enough to wade very far out, at the beach’s southern end a collection of sea- and wind-worn rocks and caves reminded me of the Seychelles—all in waist-deep water.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MTEzMzc0/corsica.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MTEzMzc0/corsica.jpg"><media:title>corsica</media:title><media:credit><![CDATA[Photo&colon; Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MTEzMzc0/corsica.jpg"><media:title>corsica</media:title><media:description><![CDATA[A sailboat enters the magnificent Bay of Bonifacio on Corsica’s south coast. ]]></media:description><media:credit><![CDATA[Photo&colon; Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyMjEwNDI4NTQ4/03-sunset-breaks-across-our-nautitech-open-40.jpg"><media:title>03-sunset-breaks-across-our-nautitech-open-40</media:title><media:description><![CDATA[The sunset casts a beautiful glow across the deck of the Dream Yacht Charter’s Nautitech 40 Open. ]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyMjEwMjk3NDc2/02-stone-sculpture-at-the-prehistoric-site-of-filitosa.jpg"><media:title>02-stone-sculpture-at-the-prehistoric-site-of-filitosa</media:title><media:description><![CDATA[A stone sculpture glowers at the prehistoric site at Filitosa. ]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyNDc4NzMyOTMy/04-the-bay-of-santa-giulia-reminds-one-of-the-seychelles--4.jpg"><media:title>04-the-bay-of-santa-giulia-reminds-one-of-the-seychelles--4</media:title><media:description><![CDATA[The bay at Santa Giulia was perfect for shallow water exploring.]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyMjEwMjk3NTk2/03-passing-through-the-iles-sanguinaires.jpg"><media:title>03-passing-through-the-iles-sanguinaires</media:title><media:description><![CDATA[The author takes a look at the sail trim while sailing through Iles Sanguinaires. ]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyNDc4NzMzMDUy/05-old-stone-building-near-tour-de-turghio.jpg"><media:title>05-old-stone-building-near-tour-de-turghio</media:title><media:description><![CDATA[Taking a rest stop at an old building on the hike to Torra di Turghju. ]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcxMDAyMjEwMzYzMDEy/01-anchored-south-of-iles-sanguinaires.jpg"><media:title>01-anchored-south-of-iles-sanguinaires</media:title><media:description><![CDATA[Sunset at Iles Sanguinaires. ]]></media:description><media:credit><![CDATA[Photo by Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Big Weather Gear Sweepstakes!]]></title><description><![CDATA[Enter today for a chance to win a $250 Big Weather Gear Gift Card!]]></description><link>https://www.sailmagazine.com/sponsored-content/big-weather-gear-giveaway</link><guid isPermaLink="true">https://www.sailmagazine.com/sponsored-content/big-weather-gear-giveaway</guid><category><![CDATA[Giveaway]]></category><category><![CDATA[Big Weather Gear]]></category><category><![CDATA[Sweepstakes]]></category><category><![CDATA[Sponsored Content]]></category><category><![CDATA[Helly Hansen]]></category><dc:creator><![CDATA[Sail Staff]]></dc:creator><pubDate>Thu, 18 Apr 2024 14:28:04 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1Njc1MDc1MTI1Mzg4NzQx/_w1_9000-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[BigWeatherGear and SAIL Magazine have partnered to offer a chance to win a $250 gift card to redeemed at <a href="http://bigweathergear.com">bigweathergear.com</a> or in store at Helly Hansen Newport | BigWeatherGear.<figure>
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<figcaption>The Rustler 42 Carrick barrels to the finish under a stunning sunset.<a href="http://photoaction.com">Photo by Tim Wright/photoaction&period;com, courtesy of WWC</a></figcaption>
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You could argue that best thing about the Atlantic Rally for Cruisers (ARC) isn’t really the camaraderie, the energy, or even the excitement of taking on the big challenge of a transatlantic passage. It’s possible that next to the sailing itself, the best thing is the stories. It’s the way that hundreds of sailors young and old, veterans and newbies, embark on this shared experience yet have entirely singular adventures. And every time one of them crosses the finish line in Rodney Bay in St. Lucia, wrapping up the 2,700-mile passage from Las Palmas in Gran Canaria in Spain’s Canary Islands, they are adding to the sea of stories that make this annual event a must-do for so many cruising sailors. <figure>
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<figcaption>The Beneteau First 50 Our First One closes in on the finish with a head of steam.<a href="http://photoaction.com">Photo by Tim Wright/photoaction&period;com, courtesy of WWC</a></figcaption>
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Consider Easter Snow, the Southerly 42 that entered the marina in the dark under tow, having lost its engine days earlier and wrestling a variety of challenges. No matter that they were among the final 20 boats to finish of the 155 that started—loudhailers blared and cheers erupted from the surrounding boats for brothers John and Richard Lambert and their two crew. It was their first transatlantic, all the sweeter for John, who made this crossing sailing with multiple sclerosis. He describes the illness as a race against time, and it made him launch himself into this adventure with a fair degree of abandon. “I sailed 14 weeks straight before we even reached the start line. The physicality of it is difficult because I fatigue more easily and I’m affected by heat,” he said. “But what an adventure. If it even crosses your mind, you should absolutely do it.”With its 40th year in the offing in 2025, the 2023 version of the ARC, which is organized and managed by the World Cruising Club (WCC), was by all accounts a good one with relatively benign and consistent conditions. Winds and seas were light at the November start, built throughout the passage, and finished with 30-knot squalls tearing at downwind sails that had been working hard for weeks. Most boats finished within about three weeks. More than 900 participants from nearly 40 countries took part, and the vibe at the docks seemed different from when I last covered the finish in 2021. Back then, the pandemic had unleashed a fair number of lightly experienced thrill seekers looking to tick a box on a bucket list and move on, while the 2023 fleet seemed to attract a more thoughtful and knowledgeable set of sailors. <figure>
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<figcaption>Relaxing on Vitamin Sea before the start. Photo by James Mitchel photography, courtesy of WWC </figcaption>
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The United Kingdom was represented well with 47 boats, followed by Germany with 18. There were seven women skippers and one all-female boat from Sweden. The four-legged sailors this year were limited to one cat (on a cat) named Flash.The first across the finish line was the British-flagged Berenice Cube, a Swan 90 with a time of 12 days, 13 hours, and 54 minutes. Helmed by Marco Rodolfi, this superyacht underscored how much bigger the participating boats have become. The average LOA in 2023 was 53 feet, with the smallest a Grand Soleil 34 and the largest a custom 105-footer. Multihulls continued to increase their numbers. Nearly 30% (44) were catamarans with one lone trimaran. The sailors were younger too, with more captains in their 30s and a total of 18 kids spread around 11 boats. The ages of the participants ranged from 11 months to 89 years.The boats carried equipment from comfort items like refrigerators and washing machines to advanced navigation and communications electronics. It was a sea of Starlink antennas out there with an estimated 40% of the boats carrying the satellite devices. Paul Tetlow, the new managing director of the WCC, feels this is just the beginning in terms of 24/7 connectivity during the rally.<figure>
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<figcaption>Vitamin Sea's feline crew, Flash, chills after the long passage. Photo by Zuzana Prochazka</figcaption>
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“We expect the number of boats with Starlink to double in the next year or two,” he says. “It’s really changed the ARC for better and worse, depending on how you look at it. Some people were able to work remotely and liked the connection with family back home and the rest of the fleet under way. Others felt it took them out of the moment and never let them unplug.”Each boat experienced a different kind of rally on their crossing. Champagne Hippy, a pristine Oyster 825, had come across two turtles caught in a net so they hauled them aboard to cut them free, posting a video of the rescue operation via Starlink. Athena, a German Contest 50CS, celebrated a mid-voyage wedding that was a surprise to the bride. The groom had secretly packed a veil for her and a blazer and tie for himself. In the end, it was all about the stories, and I caught up with a few of the crews to hear them.Lulu – Passad 38 (Sweden) 22 days, 7 hoursJodi and Magnus Andersson were tucked under the dodger enjoying their breakfast when I showed up. She’s an American but was working in Sweden when she met Magnus and started sailing with him after they were married. Magnus’ dream had always been to sail to Australia, and although initially Jodi may have been reluctant, she told him that if he installed a Mini brand washing machine onboard, she’d go around the world with him. The washing machine materialized quickly, but it started a laundry list of projects that led Magnus to rebuild the boat. Washing up meant more power and a bigger inverter, which led to much larger batteries, solar panels, and a watermaker. That necessitated a more robust engine with a larger alternator, so he repowered. And that’s how Magnus learned every bolt in the boat.Other than breaking two whisker poles at four in the morning in gusty winds, they had very few issues on their crossing. Their number one rule to keep the peace is, “what happens while docking, stays at docking.” Jodi made sure I knew they came in with all clean laundry and hadn’t even touched their emergency chocolate supply. “That,” she says, “is a sign of a good passage.”Vitamin Sea – Lagoon 42 (Germany) 20 days, 3 hoursI caught up with Peter Hegemann as he was flying their enormous mainsail in the slip. “There’s a design flaw in the way the reefing lines are led on these cats,” he explained as he restrung it. “I wish I had brought a spare.”Peter sailed with his wife, Doreen, and two kids Nicolas, 19, and Anna, 16. Doreen crossed the ocean while working remotely via Starlink, which Peter used to Google troubleshooting solutions on the passage. Nicolas was the fisherman, and every time he hooked one, their cat, Flash, was on scene to get his first bite of sushi. The kids had a unique one-year window in their schooling calendar that led to the trip’s timing. “The plan was born about five years ago, so the kids and I did all the training and certifications, Peter said. “We also watched a lot of YouTube videos and sailed 1,500 miles before we took off from Las Palmas. It was a surprisingly calm trip even with two teenagers aboard.” <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjkzMzE2/02-carrickuk.jpg" height="795" width="1200">
<figcaption>The crew of Carrick, including the race’s oldest participant, Jonathan Hutchinson, smile after the finish. Photo by Zuzana Prochazka</figcaption>
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Carrick – Rustler 42 (UK) 19 days, 23 hoursEveryone wanted to congratulate Jonathan Hutchinson on his first ARC. At 89, he was the oldest sailor in the rally and had crossed with his two sons, both in their 60s. They were all retired military. Simon was army, John junior navy, and Jonathan senior air force. “Well, at least we don’t have a marine in the ranks, thank goodness,” joked Jonathan. Jonathan started sailing in 1940. He instilled the love of the sport in his sons, and he didn’t step back much until he became too old to scrub the bottom. Their autopilot broke after the first three days, and Jonathan stood regular watches during daylight as they hand steered across the ocean. He’d been lauded in the past at their yacht club when his sailing log was made into a book titled My Life Sailing. Simon pointed out that now they’ll have to add an epilogue. “It was good fun to surge along under spinnaker with my two sons,” Jonathan said. “At my age, I thought I had better get a move on, and my biggest problem out there was keeping my hearing aids dry.” <figure>
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<figcaption>A crew is excited to get going in Last Palmas.Photo by James Mitchell photography courtesy of WWC</figcaption>
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Horizon Discovery – Excess 15 (Malaysia) 19 days, 12 hoursDespite their boat’s Malaysian flag, Hiroshi Hamada and his crew of four are from Japan, and Hiroshi is an Excess catamaran devotee. “I have the Excess 11 back in Japan, but my dream was to do my first Atlantic crossing on the flagship,” he said. “So, we picked up this boat at the factory in Les Sables-d’Olonne in May and we’ve done 7,000 miles in the past six months.”Knowledgeable but self-effacing, Hiroshi noted that he’s only been sailing 12 years, which is a decade more than many of the other ARC participants. “I would only consider a catamaran for a downwind crossing,” he added. “I love cats, and this layout on one level gives us a feeling of oneness and teamwork.”Their watermaker broke on day three, which was unpleasant, and when they caught a blue marlin, they ended up eating fish three times a day for 10 days. He’s considering shipping the boat back and running the ARC again to better his time. “Next year, we’ll prepare even more because I have the time,” he said, and then pausing a moment added, “I am one of the luckiest men.” <figure>
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<figcaption>Winch servicing before the start on the Grand Soleil 34, Lady Eleanora.Photo by James Mitchell photography, courtesy of WWC&period;</figcaption>
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Mojo – Hanse 505, (UK) 20 days, 12 hoursPaul and Colin Worthington welcomed me aboard their Hanse 505 that sported only half a boom. It had broken just ahead of the dodger during a particularly random movement of boat and ocean when the preventer was backed off. “It looks like it was built this way, so we call it a limited edition,’’ laughed Paul. Initially, they shredded the downwind sail in 29 knots of wind and their bowsprit peeled up after 10 days of running with the spinnaker. “After that we were just on the main and self-tacking jib–until we didn’t have the main either.”When the boom broke, the furling mainsail was connected only by the sheets and halyard with sharp bits of boat flying everywhere, but nobody got hurt. Paul had waited 29 years to realize his goal of crossing the ocean, and despite the carnage aboard, he was happy. “We had a watermaker, big freezer, ice for our gin and tonics, and a posh coffeemaker,” he added. “It’s the little luxuries that become important out there. Who needs a whole boom anyway?”June – Nautitech 44 Open, (Canada) 18 days, 15 hoursPeter and Natalie Hunt aboard a new Nautitech 44 Open sailed with their two kids, Sonnen, 11, and Remy, 7. They also had Max, their broker, aboard who was certifying them for their Yachtmaster credentials on the crossing. In their 30s, the parents were retired for the moment, and they had already sailed more than 7,000 miles on a boat that was less than six months old. They had originally planned to buy a pre-owned boat on the West Coast of Canada but couldn’t find one during Covid, so they eventually went to France to purchase June, their sparkling cat that was clocked doing 17 knots at one point. Sonnen and Remy were being homeschooled via Starlink. They were learning about ocean currents, conservation, whales, tectonic plates, and flying fish like the one that hit Sonnen in the head.A ridiculously good-looking group, this family donned their team gear for me to take a photo of them. A few days later, they received the “Best Instagram” award at the ARC prize-giving ceremony. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNzU4ODUy/03-peristerasweden.jpg" height="800" width="1067">
<figcaption>The all-women’s team of Peristera enjoy their post-finish libations.Photo by Zuzana Prochazka</figcaption>
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Peristera – Oceanis 473 Clipper (Sweden) 23 days, 6 hoursLaughter wafted over the water as Peristera came into her slip. Six women and their female captain had just crossed an ocean and they were having a wonderful time with the rum punch that each group receives as they tie up. Linda Lindenau, their skipper, had three Atlantic crossings and a circumnavigation under her belt and she let me know immediately why she runs sailing charters for women. “Men always think they’re good at everything while women never think that,” she said. “That’s why women are at risk of ending up in the galley.”The ages aboard ranged from 20 to 66 years with one mother-daughter team also participating. They didn’t know each other three weeks earlier, but you’d never have guessed that because they seemed like fast friends. In fact, they were so congenial, they were already planning to crew for one of their own when she purchased a boat. Their trip was filled with activities. Like proper Swedes, they had a formal Nobel dinner on December 10 when the official ceremony was held back home. They also had Friday afternoon lectures that included five-minute presentations on a variety of topics including the Korean alphabet, dream interpretation, meditation, and dead bodies. Aboard was Maria the engineer, Sofia the iPhone wiz, Charlotte a nurse, her daughter, Sora, the aspiring boatowner, and Karin the doctor who wrestled a 3-foot dorado on the swim step, finally dispatching it by jamming a knife into its brain stem.They were quick to point out that they had all taken turns cooking. Linda thought a moment and added, “What you need is desire more than experience to do this. The rest can be taught, so women should get out there and make a go of it.”Easter Snow – Southerly 42 (UK) 22 days, 9 hoursWe now come full circle back to John and Richard on Easter Snow. The two brothers sailed with two others from a crew list on their first ARC and first Atlantic crossing. They developed a crack in the box of their swing keel which led to them pumping out 5 to 6 gallons every hour all the way across. Their gear box had also disintegrated, and without a genset, they relied on a hydrogenator for their power needs. “All our troubles came from gear I thought was bulletproof,” said John. “Although I bought the little hydrogenator as a backup, it saved us.”The ARC has been running consecutively for 38 years, which means more than 35,000 people have sailed it, many repeatedly. Some come for the sociable community and others for the preparation, guidance, and security.“The ARC isn’t a ticket to a safe passage,” Tetlow said. “But our success stats are high.” Tetlow is already making special plans for the upcoming 40th edition of the rally in 2025. “In 2008, I reached out looking to join the ARC as crew,” he said. “Instead, I found a job, and soon I’ll be presenting the 40th running. It’s an exciting world out here.” The 2024 ARC starts in November. For more information about the rally and how to join in, visit <a href="http://worldcruising.com">worldcruising.com</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjI3Nzgw/00-lead-arc-2023-sl-finish-carrick-2101-tw.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjI3Nzgw/00-lead-arc-2023-sl-finish-carrick-2101-tw.jpg"><media:title>00-lead-arc-2023-sl-finish-carrick-2101-tw</media:title><media:credit><![CDATA[Photo by Tim Wright/photoaction&period;com, courtesy of WWC]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjI3Nzgw/00-lead-arc-2023-sl-finish-carrick-2101-tw.jpg"><media:title>00-lead-arc-2023-sl-finish-carrick-2101-tw</media:title><media:description><![CDATA[The Rustler 42 Carrick barrels to the finish under a stunning sunset.]]></media:description><media:credit><![CDATA[Photo by Tim Wright/photoaction&period;com, courtesy of WWC]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjI3OTAw/04-arc-2023-sl-finish-our-first-one1385-tw.jpg"><media:title>04-arc-2023-sl-finish-our-first-one1385-tw</media:title><media:description><![CDATA[The Beneteau First 50 Our First One closes in on the finish with a head of steam.]]></media:description><media:credit><![CDATA[Photo by Tim Wright/photoaction&period;com, courtesy of WWC]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjkzNDM2/05-arc_2023_lp_vitamin-sea_jmr36255_jm.jpg"><media:title>05-arc_2023_lp_vitamin-sea_jmr36255_jm</media:title><media:description><![CDATA[Relaxing on Vitamin Sea before the start. ]]></media:description><media:credit><![CDATA[Photo by James Mitchel photography, courtesy of WWC ]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzODI0Mzg4/05a-vitaminseacat.jpg"><media:title>05a-vitaminseacat</media:title><media:description><![CDATA[Vitamin Sea's feline crew, Flash, chills after the long passage. ]]></media:description><media:credit><![CDATA[Photo by Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNjkzMzE2/02-carrickuk.jpg"><media:title>02-carrickuk</media:title><media:description><![CDATA[The crew of Carrick, including the race’s oldest participant, Jonathan Hutchinson, smile after the finish. ]]></media:description><media:credit><![CDATA[Photo by Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzODI0NTA4/07-arc_2023_lp_jmr37308_jm.jpg"><media:title>07-arc_2023_lp_jmr37308_jm</media:title><media:description><![CDATA[A crew is excited to get going in Last Palmas.]]></media:description><media:credit><![CDATA[Photo by James Mitchell photography courtesy of WWC]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNzU4OTcy/06-arc_2023_lp_lady-eleonora_jmr37516_jm.jpg"><media:title>06-arc_2023_lp_lady-eleonora_jmr37516_jm</media:title><media:description><![CDATA[Winch servicing before the start on the Grand Soleil 34, Lady Eleanora.]]></media:description><media:credit><![CDATA[Photo by James Mitchell photography, courtesy of WWC&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTY3MTk5NTUzNzU4ODUy/03-peristerasweden.jpg"><media:title>03-peristerasweden</media:title><media:description><![CDATA[The all-women’s team of Peristera enjoy their post-finish libations.]]></media:description><media:credit><![CDATA[Photo by Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Cruising: Lake Huron’s North Channel]]></title><description><![CDATA[We were anchored at the end of a narrow bay under glittering pink granite cliffs. A whiff of pine scented the air. From Belamies, our PDQ 36 catamaran, I swam ashore in the clear water. Lying on a rocky slab warmed by the sun, I closed my eyes and listened to ripples slap at my feet. Was I in ...]]></description><link>https://www.sailmagazine.com/cruising/cruising-lake-hurons-north-channel</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/cruising-lake-hurons-north-channel</guid><category><![CDATA[Destinations]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[cruising]]></category><dc:creator><![CDATA[Charles Scott]]></dc:creator><pubDate>Wed, 17 Apr 2024 12:01:53 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMDc1MDEy/00-lead-img_6498.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Anchored Med-style, Belamies lies in a protected arm of Croker Island.  Photo&colon; Charles Scott</figcaption>
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We were anchored at the end of a narrow bay under glittering pink granite cliffs. A whiff of pine scented the air. From Belamies, our PDQ 36 catamaran, I swam ashore in the clear water. Lying on a rocky slab warmed by the sun, I closed my eyes and listened to ripples slap at my feet. Was I in Greece? The Pacific Northwest? Perhaps Croatia? Nope, much closer to home. This was Canada’s North Channel at the northern end of Lake Huron, a freshwater gem situated between the north shore of Manitoulin Island and the shore of Lake Huron in Ontario. It opens to the east to broad Georgian Bay; its western edge leads to the St. Marys River adjoining Lake Superior. One-hundred-sixty miles long, it is remote, rugged, and pristine. Freshwater seas lap the shores of its hundreds of craggy islands covered in stands of white pine, jack pine, and cedar. Several historic waterfront communities provide cruising amenities, and protected anchorages abound. One could explore here for years, though at 46° north latitude, the sailing season is short and sweet, lasting from early June to late August. An unrivaled cruising ground that’s largely unknown to sailors outside the American Midwest, the North Channel is also a geologist’s dreamscape, and many of its rocks were formed billions of years ago—they are among the oldest on the planet. Getting here takes a bit of doing. Toronto and Detroit are the closest big cities, and driving is the best option. In mid-July 2023, I joined five friends and drove 600 miles up from Ann Arbor, Michigan. All of us are experienced sailors—some in dinghies, others in keelboats—and we’d arranged a weeklong charter with Canada Yacht Charters (CYC). Our skipper was our friend Becky Prepejchal (also an ER doctor) who has chartered extensively in the Caribbean and has the documented experience required by CYC.<figure>
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<figcaption>Becky Prepejchal, the group’s captain for the week, at the helm of Belamies.Photo&colon; Charles Scott</figcaption>
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Canada has removed its Covid-19 border restrictions, so crossing into Sault Ste. Marie, Ontario, was easy. The drive east along the channel’s north shore reminded me of coastal Maine with its rocky headlands and pine forests. Eventually, we came to the village of Little Current, where a single-lane swing bridge connects mainland Ontario to Manitoulin Island. Once on the island, we drove 35 miles west through rolling farmland to the village of Gore Bay, where we met our CYC hosts. CYC has a fleet of 19 boats including monohulls from 31 to 47 feet, catamarans, and trawlers. We checked in with co-owner Ken Blodgett, who introduced us to the PDQ. I mentioned to Ken it would be nice to sail a boat drawing fewer than 3 feet so we could anchor in the shallows. “That’s the kind of thinking that gets the PDQ grounded more than any of our boats!” he said, pointing a thick finger at me. “Stay in deep water.” Point taken, we never anchored in anything shallower than 10 feet.After spending a few hours moving gear and food (lots of food) aboard, we popped over to a local restaurant for a dinner of fish and chips made with fresh-caught whitefish. Six aboard a 36-foot boat is a squeeze, but with two of us sleeping on the fold-down salon table we managed. With a cabin forward in each hull, and a small cabin port side, the boat had room for all. <figure>
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<figcaption>Jeanne and Mel paddle Mel’s fold-up kayaks in the Pool at the end of Baie Fine. Photo&colon; Charles Scott</figcaption>
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Next morning, facing the prospect of cooking for six, we went ashore for breakfast. Back aboard we studied charts with a delivery captain whose local knowledge stretched back 30 years. At 1100 we started the boat’s two 9.9-hp outboards and cast off. The North Channel holds special memories for me. Thirty-five years ago I sailed here with my parents aboard our family’s Freedom 30. It felt great to be back. <h3>Deep Water, Deeper History</h3>Gore Bay lies at the end of a deep inlet surrounded by rocky headlands. We set sail in a fair west wind and turned east toward Little Current and the islands beyond. Picking our way down a narrow channel below Clapperton Island we carefully followed the red and green buoys. Keeping a close eye on the chartplotter and a keen lookout is a must when navigating the North Channel. Depths change quickly from 100 feet to 1 foot, and woe to the sailor who does not pay strict attention to the surroundings. Sharp rocks and blunt boulders lurk below, eager to rip the bottom out of wayward vessels.At Little Current, the island’s biggest town, we missed by minutes the swing bridge that opens on the hour. Mindful of the current, we docked alongside at the downtown marina to wait. Though this is not tidal water, the narrow channel running roughly east-west is easily and profoundly affected by wind-driven water squeezing through either from the eastern or western arms of North Channel, and at times it can reach 4 knots. So, it’s important to pay attention to what the wind is doing when transiting here.Built at the traditional crossing point to Manitoulin Island, Little Current’s history is reflective of many of the communities along these shores. The signing of the Manitoulin Island Treaty of 1862 opened the region “to European Canadian settlement and resource extraction,” according to The Canadian Encyclopedia. The treaty created five reserves for First Nations people; only the Wiikwemkoong refused in the end to sign it. Today, the Wiikwemkoong Unceded Territory occupies the island’s eastern end and remains homeland to “the Peoples of the Three Fires Confederacy: the Odawa, Ojibway and Potawatomi…steeped in the Indigenous culture and language of the Anishinabek.”Located on the steamer route, what’s now called Little Current grew prosperous with the timber trade. The first sawmill was built in 1874. In 1877, the town caught the eyes of Isaac and Elizabeth Turner, who were westbound in search of land. They established a store, and today, the family’s fifth generation continues their legacy. According to a story by Isobel Harry on exploremanatoulin.com, Turner’s is “ 'Canada’s oldest nautical chart dealer’ [and] still sells charts, reflecting the family’s passion for boating of Grant Turner who founded the Great Lakes Cruising Club, and of Jib Turner, a sailor of some repute.” If you want to get a greater sense of the area’s deeper history, the Centennial Museum of Sheguiandah, about 6 miles south of Little Current, “offers a sweeping survey of this area’s origins, beginning with the earliest human activity. Artifacts on display, excavated from a quartzite outcrop nearby known as Sheguiandah Hill and carbon-dated by archeologists to 10,000 years ago, are evidence of quarrying by the first humans on Manitoulin Island after the last Ice Age. In 1954, the Sheguiandah archeological site was designated a National Historic Site of Canada, along with the habitation area that encompasses today’s village of Sheguiandah.”<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjcxNzQw/04a-dsc0112.jpg" height="800" width="1140">
<figcaption>Strawberry Island lighthouse guides vessels into the narrows at Little Current. Photo&colon; Charles Scott</figcaption>
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We, however, had different travels in mind, and as we passed through Little Current’s iconic and massive swing bridge built in 1913, we continued east as a small cruise ship overtook us. The Great Lakes host a number of these ships small enough to explore little towns and out-of-the-way places. We motored past Strawberry Island Lighthouse, its red roof and white sides warmed by the sun’s evening glow. At this latitude the midsummer sun sets after 9 p.m., and twilight lingers till 10:30. Heywood Island was crowded, and we anchored in the company of a dozen other boats. In the high season anchorages are often full and it is best to arrive early to get a spot. It’s also fair to say that while these cruising grounds offer easy day hops of relatively short distances, you may motor as much as you sail. The local boating population seemed to be about 50-50 sail to power. I came on deck in the predawn hours. Stars filled the black sky and our neighbor’s anchor lights shone like bright planets. In the morning, the haunting call of sandhill cranes broke the silence, as wisps of fog rose from the still water.<h3>Quartz Cliffs and Indigo Lakes</h3>We set course for Baie Fine (pronounced Bay Fin) and entered the 6-mile-long fjord that lies between cliffs of the La Cloche Mountains, located in Ontario’s Killarney Provincial Park. Though today they look more like high hills, they are estimated at 1.88 billion years old and once towered as tall as the Rocky Mountains. Wikipedia provided this nifty blurb: “According to legend, the hills were warning bells, or tocsins, used by local First Nations for signaling. These ‘Bell Rocks’ could be heard for a considerable distance when struck, and accordingly when when voyageurs explored the area they named it with the French word for ‘bell’—La Cloche.”Today, Baie Fine is one of North America’s top cruising destinations and not to be missed. Navigation is tricky, and we threaded slowly between rocky islets, the channel leading us a boat’s length from gleaming quartz cliffs. A bald eagle peered down from a tree limb, and twitchy cormorants dove below the surface soon to reappear a safer distance away.Down another even narrower channel we arrived at the Pool, one of the best-known anchorages in the region. Offering all-weather protection, it lies at the bay’s end surrounded by lofty hills and dense pine forests. Surprised to find only six other boats, we got a prime spot in the middle. A cozy cabin built by the Evinrude family of outboard motor fame perched on a nearby island.A steep hiking path led us up to Topaz Lake, a jewel of inviting blue-green water. We swam surrounded by cliffs and forests of pine, then dried ourselves on the sun-warmed rocks. Vireos, thrush, and blue-headed warblers called from thick stands of hardwood as we walked back to the dinghy in the forest’s green light.Crewmember Kay warmed a hearty stew that had slowly thawed in the 12-volt refrigerator. After dinner, a snapping turtle the size of a serving platter swam around the boat eager for a handout. We resisted the urge to feed him—despite his persistence and pleading eyes. Low clouds hung in the hilltop trees at morning. We set out on a dinghy ride, but as the heavens opened with a deluge, we thought the better of it and headed back to the boat. Ready to move again, we began winching up the anchor. I have never seen a more weed-choked snarl. I ripped and tore at the twisted mass pulling in the chain inch by inch. Long tendrils of seaweed tangled the props and rudders and covered the starboard foredeck in a green carpet of matted mud. In heavy rain we motored back down Baie Fine. Wisps of low cloud raked the cliff tops, and the fjord’s steep sides disappeared into the mist ahead. A gale of rain and lightning swept over the hills lashing the boat with blasts of wind-driven spray. With visibility less than 100 feet we idled mid-channel till the storm blew over. <figure>
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<figcaption>The author and Mel bundle up in a driving rain.Photo&colon; Charles Scott</figcaption>
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Back at Little Current the easterly wind pushed a strong flow westward through the narrows. Becky kept the boat in reverse, careful not to be swept down onto the bridge. <h3>Blueberries and Stars</h3>We docked at the city marina and ate dinner at the Anchor Inn Hotel, headquarters of a North Channel boating institution, the Cruiser’s Net operated by local sailor Roy Eaton. Every morning during the sailing season at 9 a.m., Roy comes on to talk about the weather, comings and goings, news and events, and even urgent marine broadcasts. His net is so popular that visiting sailors routinely stop and trek upstairs to meet the man in person. We tuned into the Net a couple of times during our charter and enjoyed the local know-how Roy provided.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwNDY4MjI4/08-img_6450.jpg" height="780" width="1200">
<figcaption>Taking in a spectacular sunset a the dock in Little Current. Photo&colon; Charles Scott</figcaption>
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In the bright morning we sat outside the Loco Beanz coffee shop. A friendly trash collector called over, “You’re so lucky!” We smiled and waved back. Sometimes we forget how true his words are. A fresh southwesterly took us on a reach up to Croker Island under full main and genoa. Whitecaps dotted the aqua water and the distant Cloche Mountains faded into blue haze. We tucked in close to shore at Croker Island and ran a stern line, Mediterranean style, to a tree. Nestled under the glacier-smoothed hills, we lay sheltered from brisk westerlies that shook the pines on the ridge above. I paddled around the anchorage in a small folding kayak until it began to collapse under me and sink. I pulled for shore and bailed it out only to find myself eye-to-eye with a water snake sunning himself on a branch. I’m not sure who was more surprised, but we parted on friendly terms. Late in the afternoon we scrambled up the mossy rocks to the ridge top. Pausing to catch our breath, we took in the sweep of distant islands silhouetted by bright sunlight that sparkled on the wide bay. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjA2MDg0/05-dsc0377.jpg" height="800" width="1200">
<figcaption>Admiring the view from the top of Croker Island, the crew of Belamies look west toward the Benjamins. Photo&colon; Charles Scott</figcaption>
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In the evening, a mink explored the shore as he scurried from rock to rock looking for his evening meal. At midnight I stepped on deck and gazed at the Milky Way draped like a bright sash against a background of ten million stars.After coffee we upped anchor and motored in the morning calm to a wooded bay that separates Hotham Island from the Ontario mainland. We found good holding in 12 feet and swam in the brisk water. The initial shock took our breath away, but we soon acclimated, and the water felt wonderfully refreshing in the hot afternoon.I explored the shallows in the dinghy, quietly paddling through tall rushes that brushed against the side. Waterbugs zigzagged before me in the clear water, and giant lily pads cast their shadows across the rocky bottom. A monarch butterfly paused his flight but declined my offer to stop for a rest. Back in the bay, I chatted with the owners of a trawler from Florida who were taking a year to do the Great Loop. The boat’s bow bore the telltale tannin stains of the Carolinas and the Dismal Swamp. They (and many like them) had come across the Trent-Severn Waterway from Lake Ontario and were bound for Chicago and the rivers that would take them south to the Gulf of Mexico.After sunset a pair of loons called to each other as stars appeared in the purple dusk. We sat on deck marveling at the quiet and the solitude. On South Benjamin Island, we anchored for our last night at the end of a deep cove. On the granite hills we found a treasure trove of sweet blueberries sheltered behind a rocky wall. In the cedar-scented air, we ate our fill. Cooling breezes rustled wildflowers growing among the lichen-covered rocks. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMzM3MTU2/06-img_6486.jpg" height="784" width="1200">
<figcaption>Picking summer-ripe blueberries on Croker Island.Photo&colon; Charles Scott</figcaption>
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At the end of South Benjamin we dinghy-cruised narrow channels of glacier-rounded rock. A small sloop lay tucked between stony outcroppings, her lines attached to pitons hammered into the pink granite. We continued around to the crowded harbor between North and South Benjamin islands. This anchorage, although beautiful, is so popular in midsummer that it may be best to give it a pass. Jet skis, powerboats, and day-tripping tour boats dashed between the anchored yachts, the shore dotted with sunbathers and beached dinghies. After a swim we headed back to our quiet cove on the island’s south side. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwNDAyNjky/07-img_6516.jpg" height="720" width="1200">
<figcaption>A rare uncrowded corner of the Benjamins with their famous glacier- rounded pink granite rocks. Photo&colon; Charles Scott</figcaption>
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A forecast of strong westerlies sent us hurrying the 15 miles back to Gore Bay in the early morning. After refueling and pumping out we spent an hour unloading gear before signing off with CYC. It had been a fantastic week. I’ve carried fond memories of cruising the North Channel for 35 years. Visiting once again, I was happy that so little had changed. The islands are timeless—a pristine wilderness untouched by modernity and the fast-paced life of the outside world, a land that time has forgotten.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMDc1MDEy/00-lead-img_6498.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMDc1MDEy/00-lead-img_6498.jpg"><media:title>00-lead-img_6498</media:title><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMDc1MDEy/00-lead-img_6498.jpg"><media:title>00-lead-img_6498</media:title><media:description><![CDATA[Anchored Med-style, Belamies lies in a protected arm of Croker Island.  ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMTQwNTQ4/01-dsc0069.jpg"><media:title>01-dsc0069</media:title><media:description><![CDATA[Becky Prepejchal, the group’s captain for the week, at the helm of Belamies.]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjA2MjA0/02-_dsc0298.jpg"><media:title>02-_dsc0298</media:title><media:description><![CDATA[Jeanne and Mel paddle Mel’s fold-up kayaks in the Pool at the end of Baie Fine. ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjcxNzQw/04a-dsc0112.jpg"><media:title>04a-dsc0112</media:title><media:description><![CDATA[Strawberry Island lighthouse guides vessels into the narrows at Little Current. ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjcxNjIw/06-img_6435.jpg"><media:title>06-img_6435</media:title><media:description><![CDATA[The author and Mel bundle up in a driving rain.]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwNDY4MjI4/08-img_6450.jpg"><media:title>08-img_6450</media:title><media:description><![CDATA[Taking in a spectacular sunset a the dock in Little Current. ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMjA2MDg0/05-dsc0377.jpg"><media:title>05-dsc0377</media:title><media:description><![CDATA[Admiring the view from the top of Croker Island, the crew of Belamies look west toward the Benjamins. ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwMzM3MTU2/06-img_6486.jpg"><media:title>06-img_6486</media:title><media:description><![CDATA[Picking summer-ripe blueberries on Croker Island.]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0OTcyMDU3NDMwNDAyNjky/07-img_6516.jpg"><media:title>07-img_6516</media:title><media:description><![CDATA[A rare uncrowded corner of the Benjamins with their famous glacier- rounded pink granite rocks. ]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[Weather Window: Pre-Frontal Troughs ]]></title><description><![CDATA[Most sailors are well attuned to keeping an eye out for cold fronts, which can bring nasty, squally weather with strong winds and large seas. But there are times when the worst weather actually comes ahead of the cold front, and that’s when a pre-frontal trough is present. Sometimes, a pre-frontal ...]]></description><link>https://www.sailmagazine.com/cruising/weather-window-pre-frontal-troughs-</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/weather-window-pre-frontal-troughs-</guid><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[experience]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Safety]]></category><category><![CDATA[Weather]]></category><dc:creator><![CDATA[Chris Parker]]></dc:creator><pubDate>Tue, 16 Apr 2024 11:29:56 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNjUy/lead-cold-front-in-eleuthera.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>The leading edge of a cold front looms in the Bahamas. Photo&colon; Wendy Mitman Clarke</figcaption>
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Most sailors are well attuned to keeping an eye out for cold fronts, which can bring nasty, squally weather with strong winds and large seas. But there are times when the worst weather actually comes ahead of the cold front, and that’s when a pre-frontal trough is present. Sometimes, a pre-frontal trough can precede a cold front by up to 12 hours—translating to a couple hundred miles—so it’s well worth it learning how to identify them to better prepare yourself and your boat for what’s coming.To start understanding how to identify a pre-frontal trough, let’s look at how they differ from cold fronts. In the days preceding a typical cold front, wind may veer gradually from east to southeast while remaining fairly constant in strength. Closer to the approaching front, winds veer more rapidly from southeast to southwest. They may strengthen (indicating the approaching cold front is strong), change little in strength (meaning a moderate front), or become lighter as they veer (the approaching cold front is weak).As the cold front passes, you may see a brief interval of showers or squalls, followed by wind veering generally to the northwest while possibly strengthening if the post-frontal wind gradient is strong. Immediately after the cold front passes, temperatures typically drop, and the dew point (which measures moisture) also falls, usually significantly. As well, the barometric pressure will drop along the front. When a pre-frontal trough is approaching ahead of the cold front, the weather progression is a bit different. In the days before the cold front, wind may veer gradually from east to southeast while remaining fairly constant in strength. Closer to the approaching cold front, winds veer more rapidly from southeast to south-southeast or south—significantly, not southwest—while strengthening, often considerably. Along the pre-frontal trough itself, you’ll likely see strong squalls and convective thunderstorms, with wind typically veering from south-southeast all the way to west-southwest as the thunderstorms pass. After this bombastic weather, there’s a bit of a lull of lighter southwest-west wind that can last from a few hours up to about 12 hours between the pre-frontal trough and the actual cold front. Then the cold front passes, with wind veering northwest, immediately followed by dropping temperatures and falling dew point.Another difference is that with a pre-frontal trough, you’ll see two drops in barometric pressure—one along the pre-frontal trough, and another along the cold front.If you focus only on the cold front and its location and timing, you may be surprised by the much stronger conditions associated with the pre-frontal trough. The atmospheric conditions that support formation of a pre-frontal trough often cause wind in a broad area along the trough to strengthen to 30 to 40 knots or more, along with strong to severe thunderstorms sometimes in excess of 50 knots. The milder southwest-west winds between the pre-frontal trough and the cold front are often under 20 knots. The strength of the northwest wind behind the actual cold front depends on the post-frontal wind gradient, but it’s almost never as strong as conditions along the pre-frontal trough.To help see what this looks like, let’s walk through the forecast for a strong cold front off the U.S. East Coast trailing into the Florida/Bahamas area on the night of December 10, 2023. The forecast (images 1-4 courtesy of WeatherBell, weatherbell.com) are the GFS model forecast on December 5, predicting what weather would look like the evening of December 10, nearly six days before the event. The actual event—the enhanced infrared satellite image 5—shows the event as of late December 10.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNTMy/sail_image1_prefontaltrof.jpg" height="800" width="991">
<figcaption>Image 1Image courtesy of weatherbell&period;com</figcaption>
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In image 1 above, the wind forecast on December 5 for the evening of December 10 shows strong mostly south wind from the area off Cape Hatteras, trailing south-southwest into the northern Bahamas. In waters off the Carolinas, the strongest wind (35-45 knots) is the south wind near the west longitude of Cape Hatteras, with lesser wind (generally under 30 knots) veering from southwest to west-northwest in areas farther west. The forecast for waters off the Carolinas does not clearly indicate the presence of a pre-frontal trough. But, the area where wind veers from south to southwest to west-west-northwest is large enough that it suggests a pre-frontal trough is possible. If there were no pre-frontal trough, the veering from south to west-northwest would be more abrupt, occurring over a smaller area.Looking farther south, it becomes quite clear there is a pre-frontal trough: Near and south of 31N latitude (the latitude of southern Georgia), the strongest wind is along a band marking the western edge of south or south-southwest winds, followed by a zone of lighter southwest-west wind (except for a small area of stronger southwest-west wind near the Abacos due to predicted convective thunderstorms). Brisk northwest wind is behind the cold front which trails southwestward across Central Florida.The zone of lighter southwest-west wind is quite large, possibly lasting up to 12 hours between the pre-frontal trough and the cold front.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MzI4MTg4/sail_image2_prefrontaltrof.jpg" height="800" width="1002">
<figcaption>Image 2Image courtesy of weatherbell&period;com</figcaption>
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In image 2 above, the precipitation forecast on December 5 for the evening of December 10 shows precipitation along the pre-frontal trough, with the heaviest precipitation off Hatteras and near and just north of the northern Abacos. There is also a band of lighter precipitation along the actual cold front trailing to the Florida Coast near Cape Canaveral.<figure>
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<figcaption>Image 3Images courtesy of weatherbell&period;com</figcaption>
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In image 3 above, the CAPE (Convective Available Potential Energy) forecast on December 5 for the evening of December 10 shows instability (high CAPE) off Hatteras trailing to near and north-northeast of the northern Abacos. Note that CAPE values here are about 1000-1500, which, while moderately high, are not nearly as high as CAPE of 2000-2500 in extreme southeast Bahamas. (For more on interpreting CAPE in your weather analyses, see “<a href="https://www.sailmagazine.com/cruising/seamanship-weather-window-predicting-thunderstorm-winds">Weather Window: Predicting Thunderstorm Winds</a>” November/December 2023). CAPE should only be used in conjunction with the precipitation forecast; only high CAPE values in an area that will receive precipitation in the next few hours are worrisome.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MzkzNjA0/sail_image4_prefrontaltrof.jpg" height="800" width="999">
<figcaption>Image 4Image courtesy of weatherbell&period;com&period;</figcaption>
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In image 4 above, the K-Index forecast on December 5 for the evening of December 10 shows a high K-Index in a band from Hatteras area to Abacos, with very a high K-Index (near 40) near the Abacos, indicating high risk for thunderstorms. (For more on K-Index, <a href="https://www.sailmagazine.com/cruising/seamanship-weather-window-predicting-thunderstorm-winds">see the story referenced previously</a>.) A high K-Index is a better predictor of risk for strong squalls and thunderstorms than CAPE, as the K-Index combines convective potential with moisture.<figure>
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<figcaption>Image 5Photo&colon; SLIDER, from Colorado State University&CloseCurlyQuote;s CIRA and NOAA&CloseCurlyQuote;s RAMMB&period;</figcaption>
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In image 5 above, the actual enhanced infrared satellite image from late December 10 shows strong squalls and some thunderstorms along the pre-frontal trough off Hatteras trailing south-southwest into the Bahamas. Lesser showers or mild squalls are in a narrower band along and just ahead of the actual cold front from Cape Lookout southwest-ward across Central Florida.<h3>Conclusion</h3>When you see strongest winds and greatest precipitation accumulation predicted for areas ahead of a cold front, rather than along the cold front itself, you should consider this might indicate the presence of a pre-frontal trough. In almost every instance, the worst weather conditions and all of the potential for thunderstorms are along the pre-frontal trough, so focus more attention on the timing and effects of that than the actual cold front to stay safe out there. After operating David Jones’ Caribbean Weather Center from 2004-2010 while a full-time liveaboard, Chris Parker in 2010 started Marine Weather Center (mwxc.com) to provide routing and forecasting for private yachts. MarineWX now has five full-time forecasters and serves thousands of sailors, including providing forecasting for the annual Salty Dawg rallies. He also teaches about understanding weather forecasting at Boaters University; <a href="http://boatersuniversity.com/courses/weather-101-basics">boatersuniversity.com/courses/weather-101-basics</a>.<figure>
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<a href="https://my.sailmagazine.com/pubs/WS/SAL/sail_digital.jsp?cds_page_id=268785&cds_mag_code=SAL&id=1709995272108&lsid=40690841118043099&vid=1&_gl=1*zd9pnb*_ga*MTkxMDk0MTY1Ny4xNjczNjIxMDgy*_ga_QLEWEHQ4BL*MTcwOTk5NTI3MS42NjUuMC4xNzA5OTk1MjcxLjYwLjAuMA..">SUBSCRIBE to SAIL here!</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNjUy/lead-cold-front-in-eleuthera.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNjUy/lead-cold-front-in-eleuthera.jpg"><media:title>lead-cold-front-in-eleuthera</media:title><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNjUy/lead-cold-front-in-eleuthera.jpg"><media:title>lead-cold-front-in-eleuthera</media:title><media:description><![CDATA[The leading edge of a cold front looms in the Bahamas. ]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MjYyNTMy/sail_image1_prefontaltrof.jpg"><media:title>sail_image1_prefontaltrof</media:title><media:description><![CDATA[Image 1]]></media:description><media:credit><![CDATA[Image courtesy of weatherbell&period;com]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MzI4MTg4/sail_image2_prefrontaltrof.jpg"><media:title>sail_image2_prefrontaltrof</media:title><media:description><![CDATA[Image 2]]></media:description><media:credit><![CDATA[Image courtesy of weatherbell&period;com]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MzI4MDY4/sail_image3_prefrontaltrof.jpg"><media:title>sail_image3_prefrontaltrof</media:title><media:description><![CDATA[Image 3]]></media:description><media:credit><![CDATA[Images courtesy of weatherbell&period;com]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2MzkzNjA0/sail_image4_prefrontaltrof.jpg"><media:title>sail_image4_prefrontaltrof</media:title><media:description><![CDATA[Image 4]]></media:description><media:credit><![CDATA[Image courtesy of weatherbell&period;com&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE0MjEzODc2NDU5MTQw/sail_image5_prefrontaltrof.jpg"><media:title>sail_image5_prefrontaltrof</media:title><media:description><![CDATA[Image 5]]></media:description><media:credit><![CDATA[Photo&colon; SLIDER, from Colorado State University&CloseCurlyQuote;s CIRA and NOAA&CloseCurlyQuote;s RAMMB&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[From the Editor: Humble Pie]]></title><description><![CDATA[Maybe you’ll remember back in 2014 when the Volvo 65 Team Vestas Wind, racing in the Volvo Ocean Race, slammed into the Cargados Carajos Shoals in the Indian Ocean in the middle of the night. Miraculously no one was killed or injured, but the boat was a total wreck, and the reef didn’t fare much ...]]></description><link>https://www.sailmagazine.com/cruising/from-the-editor-humble-pie</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/from-the-editor-humble-pie</guid><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Opinion]]></category><category><![CDATA[From The Editor]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Wendy Mitman Clarke SAIL Editor-in-Chief]]></dc:creator><pubDate>Mon, 15 Apr 2024 10:57:53 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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Maybe you’ll remember back in 2014 when the Volvo 65 Team Vestas Wind, racing in the Volvo Ocean Race, slammed into the Cargados Carajos Shoals in the Indian Ocean in the middle of the night. Miraculously no one was killed or injured, but the boat was a total wreck, and the reef didn’t fare much better. The team of highly qualified, professional sailors had already sailed together from Alicante, Spain, to Cape Town, in leg 1 of the round-the-world race when the accident happened about 10 days into leg 2. “What the hell?” I remember thinking at the time. “How on earth did they do that?”A report into the accident found several causes, not least that in the days leading up to the leg 2 start, the team’s navigator may have been rushed and distracted, and a last-minute change to an exclusion zone by race HQ further confused nav planning. Most significantly, though, is that despite the reef being well marked on paper and properly scaled electronic charts, the navigator thought they had plenty of water, consulting charts that were zoomed out such that they showed 40 meters of depth. The critical feature didn’t show up in the zoomed-out chart layers. An onboard camera documented the crash. Chilling to watch, it’s a stark reminder that no matter how experienced we think we are, mistakes happen. We all know this as sailors, right? We all know that the sea—or the bay, or the lake, or whatever waterbody we happen to be sailing on—has the uncanny ability to illuminate flaws, lack of preparation, hubris, or misjudgment. You’d think we would learn this lesson, but sometimes it seems we need little reminders. Aboard our Peterson 34, years of navigating in and out of our home river—albeit not typically at night—had me certain that we were good to go one evening late last fall when I finally spotted, in the glimmering moonlight, the silhouette of the unlit red daymark that denotes the river’s entrance and marks a significant shoal inside of it. “Got it,” I said to Johnny, not bothering to check our position on the chartplotter, since it was clearly the mark, right where it was supposed to be. Another five minutes and we’d be ready to anchor. I went below and was rummaging for a sweatshirt when I felt the boat move weirdly. I popped back up to find Himself fuming and us not moving. Even more startling, the red daymark that was supposed to be on our right was well off to port, bright and obvious in the moonlight. To our right, another mark, basically the same shape but squatter and broader than the daymark, glinted the fluorescent white and orange of danger. “What the hell?” I said. “How on earth did we do that?” I couldn’t believe how far out of the channel we’d strayed. The only upside to the situation was that we’d been motoring slowly when we hit, it was dead calm, and no one was around to see us humiliating ourselves. Johnny gunned the engine and started working us off the muddy shoal with limited success. I went up to the shrouds and hung out as far as I could to heel the boat, and we finally started to move, successfully plowing our way back to the deeper water. At this point, I just had to laugh, although we still had to anchor—with a brand-new windlass that he’d just installed earlier that summer and had only tested in the slip. And oh, yes, inflate and row a new, untested dinghy to shore so our pup could relieve herself. All day, we’d had a bad case of the noobs. It had been a minute since we’d been out. Stuff had happened. The best laid midsummer and early fall sailing plans had to be put aside to deal with said stuff. And suddenly, it was late October, and we were grasping at sailing chances before the cold weather set in. For this weekend, we threw gear and food onboard and couldn’t take off fast enough. The weather looked perfect, the full moon would be perfect, everything would be perfect. Never mind that we hadn’t set foot on the boat in two months. “Hey, um,” I called up to Johnny somewhere mid-Bay, having gone below to get us something to drink. “Something’s up with the fridge. Temp is going up.”I took the helm while he went below to troubleshoot. After a little while, he came up looking…distracted. “I can’t sort it right now. I forgot the multimeter.” (What?!) Johnny forgetting his multimeter is like Captain Jack Sparrow forgetting the rum. It just doesn’t happen. Hours later, still chewing on the problem as we sailed, he realized the mistake; a switch that normally was on somehow had been turned off, preventing the batteries that support the fridge system from charging. How that had happened—and when—didn’t seem to matter. Point was, we hadn’t checked it when we turned the reefer on.When we ran aground five minutes from the anchorage in our home river, it just seemed to be the cap on what had been a weird, unintended shakedown kind of day all around. We were rusty, we were unfocused, we were counting on our experience, and mistakes were made. Luckily, the new windlass worked flawlessly, the new dinghy rowed like a champ, and the Chesapeake Bay has a forgiving muddy bottom, rather than rocks or reef. And, with the fridge mystery solved, the bevvies were finally cold. They made it easier to digest that humble pie—but it’s a dish I’ll keep well in mind when we head out this spring.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>Wendy <a href="mailto:wclarke@aimmedia.com">wclarke@aimmedia.com</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[At the Helm: Don’t Flog, Just Reef]]></title><description><![CDATA[“Why didn’t he point the boat into the wind to raise/lower the main to avoid tangling in the lazyjacks?” Ah, the comments section on YouTube. Normally maybe not the most productive place to spend an afternoon, but today it’s inspired me. James the Sailor Man, solo Alberg 30 sailor of YouTube fame, ...]]></description><link>https://www.sailmagazine.com/cruising/at-the-helm-dont-flog-just-reef</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/at-the-helm-dont-flog-just-reef</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Seamanship]]></category><category><![CDATA[bluewater]]></category><dc:creator><![CDATA[Andy Schell]]></dc:creator><pubDate>Fri, 12 Apr 2024 11:32:07 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NDgzODQyMTk2ODEx/00-lead-isbjorn-downwind-reef-3.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Isbjorn reefed and running hard. Sailing offshore, it’s critical to be able to reef while running off the wind to avoid flogging sails and potential damage. Photo&colon; Andy Schell</figcaption>
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“Why didn’t he point the boat into the wind to raise/lower the main to avoid tangling in the lazyjacks?”Ah, the comments section on YouTube. Normally maybe not the most productive place to spend an afternoon, but today it’s inspired me.James the Sailor Man, solo Alberg 30 sailor of YouTube fame, joined me on our passage to Greenland last summer, and in January 2024 his five-part video series, which wonderfully documents sailing on our Farr 65 Falken, went live on his channel. The comment came in response to a challenging moment in the wind and fog as we were reefing the mainsail. We were broad reaching on port tack, the boom eased well to starboard and secured with a preventer led through a fairlead at the bow and aft to a control winch in the cockpit. The Dyneema lazyjacks, which I’d installed a few weeks earlier to help control the bulk of the 200-pound mainsail when furled or reefed, were draped across the mainsail track, and as the sail was lowered, the cars got fouled on the windward lazyjacks. James climbed the lower part of the mast to free them. There is a common misconception that you should turn into the wind when handling sails offshore, but this violates a cardinal rule I have about ocean sailing: Never let your sails flog in the wind. This is one area where inshore and offshore sailing techniques and education diverge. Flogging sails, even for a moment, create opportunities for cascading accidents. Bowlines or shackles holding sheets can shake loose. Heavy clew rings can knock against the boat, or worse, the crew. At the very least, the sails are going to lose a substantial amount of their useful life the more they’re shaken by the breeze. When Matt Rutherford returned from his 309-day solo nonstop around-the-Americas voyage, the sails on his 27-foot Albin Vega looked new. I overheard people commenting that maybe he’d had them replaced for the voyage up the Chesapeake for his homecoming in Annapolis.“I just never let them flog,” Matt said, when someone asked him directly.Inshore, sailors are taught to round up when hoisting or reefing sails, often under power, and indeed we’ll do this on our boats when initially setting sail in a protected harbor in flat water. But as soon as you get offshore, the dynamics change. Even a calm day on the ocean produces enough waves and swell to make the motion on deck dramatically different than the flat water of a harbor, making it at best more difficult for crew handling sails and at worst dangerous. Offshore, we set the sailplan up such that it’s workable on any point of sail, even a dead run with a poled-out headsail. Successfully doing so mostly comes down to managing friction, chafe, and catch points. With an eased boom, the mainsail is often plastered up against the standing rigging and spreaders, especially on modern boats with swept- back spreaders. You’ll often see offshore cruising boats with foam taped around the trailing edge of spreaders to mitigate the chafe from this on long downwind voyages. Fairly led halyards and reef lines with as few changes of direction as possible reduce friction. A keen eye on the sails and rigging and a feel for the tension on things is key. Electric winches are dangerous because you don’t feel when a line is getting overloaded. Sheeting in the mainsail just enough to get the sail off the rig can help too, though the second you slack the halyard, the sail will bag out with the wind and onto the rig again. This whole process takes patience and a good setup. Downwind reefing with in-boom or in-mast furling is even trickier, with higher stakes—improperly aligned u-joints on these systems can break at sea, so make sure you read the manual and practice.Our mistake on Falken that day was not properly offsetting the lazyjacks to clear the track. Once in Greenland, I went aloft and put pad eyes on the spreaders to accomplish this, and we haven’t had any problems in the 7,000-plus miles since.If you’re thinking of ocean sailing, practice these reefing techniques inshore first, and get your boat set up to make this as easy as possible. Your sails will last far longer, you’ll have less drama during the reefing process, and you eliminate the domino effect of cascading errors when sails start flogging. Plus, downwind reefing keeps the boat flat and the apparent wind eased, making everything on deck easier. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NDgzODQyMTk2ODEx/00-lead-isbjorn-downwind-reef-3.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NDgzODQyMTk2ODEx/00-lead-isbjorn-downwind-reef-3.jpg"><media:title>00-lead-isbjorn-downwind-reef-3</media:title><media:credit><![CDATA[Photo&colon; Andy Schell]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0Njc0NDgzODQyMTk2ODEx/00-lead-isbjorn-downwind-reef-3.jpg"><media:title>00-lead-isbjorn-downwind-reef-3</media:title><media:description><![CDATA[Isbjorn reefed and running hard. Sailing offshore, it’s critical to be able to reef while running off the wind to avoid flogging sails and potential damage. ]]></media:description><media:credit><![CDATA[Photo&colon; Andy Schell]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Racing: A Marshall Cat Takes on the R2AK]]></title><description><![CDATA[Grizzly bears? Check. Tidal currents at up to 15 knots? Check. Wild weather? Check. This is the Race to Alaska (R2AK), 750 nautical miles of unsupported racing through Canadian wilderness from Port Townsend, Washington, to Ketchikan, Alaska. Oh, and you can’t have an engine…at all, even if it’s ...]]></description><link>https://www.sailmagazine.com/racing/racing-a-marshall-cat-takes-on-the-r2ak</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/racing-a-marshall-cat-takes-on-the-r2ak</guid><category><![CDATA[Sail Racing]]></category><category><![CDATA[R2AK]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Adam Cove]]></dc:creator><pubDate>Thu, 11 Apr 2024 11:00:47 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA5Mjk3NzQxMzA5NTcy/r2ak-team-wicked-wily-wildcat-team.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Adam cruises in the Marshall 18 with his brother, Ryan (left), and dad, Paul (right).Photo&colon; Ryan Cove</figcaption>
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Grizzly bears? Check. Tidal currents at up to 15 knots? Check. Wild weather? Check. This is the Race to Alaska (R2AK), 750 nautical miles of unsupported racing through Canadian wilderness from Port Townsend, Washington, to Ketchikan, Alaska. Oh, and you can’t have an engine…at all, even if it’s disabled. Instead of studying the Gulf Stream for another Bermuda race, I’m preparing for a different challenge this summer. Offshore racing is a blast, and there is nothing like seeing land emerge from the horizon after being at sea with an endless horizon for days or even weeks. But I’ve always found coastal racing to be more challenging. There are simply more variables, more traffic, and the looming threat of land. Most coastal races are over within a day, though, and don’t require the endurance and preparation of an offshore race. The R2AK has all of it. I wanted a more complex race; the Northwest Maritime Center has delivered. I’m in. There is even a twist to this race: auxiliary propulsion is allowed, as long as it is human-powered. When the wind drops off, I’ll be rowing. And there are also no restrictions on the type of craft used. So, when I tell you I’m sailing an 18-foot sailboat to Alaska, it doesn’t sound so bad when you learn someone else intends to get there on a stand-up <a href="https://www.sailmagazine.com/review/paddleboard/">paddleboard</a> or a kayak. Everything is relative, right? First place gets $10,000 cash nailed to a board, second place gets a set of steak knives, that’s it. Any sort of rating system is tossed to the wind in favor of simplicity (for once, there won’t be any complaints at the bar about unfair PHRF ratings). Throw up as much sail area as you want or even add pedal-driven propellers–the R2AK encourages endless creativity. It’s a grassroots type of race that I imagine harkens to early sailboat racing, decades or centuries before my time on the water. I’ve opted for a bear-proof hull and a comfortable ride: a Marshall 18 catboat. This comes with a few distinct advantages, including a comfortable place to sleep, simplicity in outfitting her, and a pretty boat to impress the wildlife. But my favorite part is that Marshall Marine is a half-mile from my house and my brother, Ryan, runs the yard. It means we get to spend even more time together as I get Wildcat ready. That theme has carried through much of the preparation as friends have joined in the effort. I’ve come to realize that this race is so much more than the 750 nautical miles I’ll cover, starting June 9. The adventure started the day I announced I was accepted into the race, and it has been an opportunity to enjoy time together with family and friends and build community. I should mention that I’m singlehanding. And if this wasn’t already one of the more complicated races I have prepared for, that certainly raises the bar. With gates at Seymour Narrows and Bella Bella, the course squeezes us through the Inside Passage. Navigational vigilance isn’t an option; it’s a necessity if I don’t want to play bumper boat against the hard edges of the narrow passages. The tides would also be better measured in fathoms than feet, and that equates to strong currents. Combine all these factors and it means my game plan is to push ahead hard while the current is with me and anchor and rest when it turns. Seymour Narrows tops out at around 15 knots, whirlpools and all. If I time this right, I may be able to set a catboat speed record. June throughout the West Coast of Canada and into Alaska has plenty of daylight—over 17 hours by the time I finish, and it still never gets completely dark. Outside of rainy days, that should provide me with plenty of solar power to keep the tunes going and Wildcat on track. Combine that with some Jetboil meals and morale will be in a good spot. I won’t have the fastest boat on the course, but this is a test of endurance for my body and the boat and truly an adventure in itself. While it’s hard for me to lay down my competitive side, a part of me also doesn’t want to rush the beautiful views along the way. The true challenge is making it to Alaska, entirely under wind and human power, and the reward, I believe, will be the people I meet along the way and stories I will share with you soon enough. For updates from Adam as he refits the boat, follow along on Instagram @sailmagazine or @adam.cove, and for more information, visit at <a href="http://teamwildcat.org">teamwildcat.org</a> and <a href="http://r2ak.com">r2ak.com</a>. <figure>
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<figcaption>Race map courtesy of Race to Alaska</figcaption>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA5Mjk3NzQxMzA5NTcy/r2ak-team-wicked-wily-wildcat-team.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA5Mjk3NzQxMzA5NTcy/r2ak-team-wicked-wily-wildcat-team.jpg"><media:title>r2ak-team-wicked-wily-wildcat-team</media:title><media:credit><![CDATA[Photo&colon; Ryan Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA5Mjk3NzQxMzA5NTcy/r2ak-team-wicked-wily-wildcat-team.jpg"><media:title>r2ak-team-wicked-wily-wildcat-team</media:title><media:description><![CDATA[Adam cruises in the Marshall 18 with his brother, Ryan (left), and dad, Paul (right).]]></media:description><media:credit><![CDATA[Photo&colon; Ryan Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA5Mjk3NzQxMzA5Njky/r2ak_map_2023-download.jpg"><media:title>r2ak_map_2023-download</media:title><media:credit><![CDATA[Race map courtesy of Race to Alaska]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIzOTQzMjcxMjk0NDA1/002-richard_mardens-05169_new2.jpg"><media:title>002-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[HopYacht 30 Top 10 Best Boats 2025 Nominee ]]></title><description><![CDATA[New sailboats can make statements in many ways—sharp-edged performance, glamorous styling, cutting-edge systems—but sometimes a boat stands out because its form follows its function so well, and its purpose is so clearly manifested in its design. Such is the HopYacht 30, an all-electric 30-foot ...]]></description><link>https://www.sailmagazine.com/boats/hopyacht-30-top-10-best-boats-2025-nominee-</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/hopyacht-30-top-10-best-boats-2025-nominee-</guid><category><![CDATA[sailboats]]></category><category><![CDATA[Top 10 Nominee]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Top 10 Nominee]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Wed, 10 Apr 2024 18:46:41 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTM2NTkzMDYzNzgxOTUy/hopyacht30-2048x.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<iframe width="560" height="315" src="https://www.youtube.com/embed/l4-Ec9p1hbE" frameborder="0" allowfullscreen></iframe>New sailboats can make statements in many ways—sharp-edged performance, glamorous styling, cutting-edge systems—but sometimes a boat stands out because its form follows its function so well, and its purpose is so clearly manifested in its design. Such is the HopYacht 30, an all-electric 30-foot catamaran that is offering a new take on small-boat voyaging. HopYacht collaborated with Du Toit Yacht Design—the naval architects who drew the Balance 442, 482, and 526 performance bluewater sailing cats—to create this boat that’s intended for primarily protected waters, despite its roots in the stormy seas of Cape Town, South Africa. As company co-founder Mary-Clare Tomes points out, sailing and racing her Hunter 19 in Hout Bay provided a lot of inspiration for this boat—the key takeaways being ease and comfort of sailing, ease of maintenance, and low cost.This diminutive multihull takes a fresh approach in several areas, notably its propulsion, both sail and power. The boat is 100% electric with twin ePropulsion Evo 6.0 pod drives that provide a 40-mile range at 4.5 knots over 10 hours, or a 16-mile range at 7 knots over about two and a half hours. Sixteen-hundred watts of solar on the coachroof feed two Balancell 14.4 kWh lithium iron phosphate batteries, and these panels are slightly elevated, not flush on the cabintop, which allows for heat to dissipate, improving efficiency, performance, and longevity.Range is extended quite dramatically when you embrace your inner motorsailer and engage the African Dhow-inspired sailplan that HopYacht developed with Geoff Meek, design director of North Sails in Cape Town. The 317-square-foot genoa flies from a 33-foot spar set fairly far aft, which can be easily lowered by two people for traveling in waterways with low bridges. There’s no mainsail—hence, no boom—and the roller-furling genoa is deployed in a jiffy from the elevated helm station in the cockpit, where it’s equally easy to quickly depower it. (A 495-square-foot asymmetrical spinnaker is an option for more horsepower.)“For us the word easy means easy for newcomers to sailing to be able to rig the yacht, however it also means making the total process of sailing much more relaxing,” says HopYacht co-founder Paul Tomes. The mast placement and genoa shape provide good balance and performance without worrying about a mainsail, a boom, and all the attendant fittings, lines, and deck gear. “It’s always been about being easy to sail,” says Mary-Clare Tomes. “With one sail and a beautifully simple rig, it’s just get on and enjoy the sail…and then there is affordability. With such a simple rig there’s no need for complicated deck fittings, and she only has one winch, so we’ve been able to keep costs right down.” Along with its intriguing sail and power choices, this boat provides a ridiculous amount of space and storage for its size (with a beam of just under 12 feet, it can fit into any standard slip). The galley is forward in the cockpit immediately behind the main cabin bulkhead, with a fridge opposite under the helm. A good-size lounge and dining area aft converts to a daybed; add canvas curtains and you have a protected outdoor sleeping area for two people.Walk through a single door straight into the “salon,” which has a rather linear caravan or RV feel to it but is brightly lit and ventilated with windows and hatches all around. Immediately to starboard is a small dining area that converts to an extra bunk. To port is a commodious head with a large, separate shower. A few steps forward is the master cabin, with a walkaround queen-sized bed with storage beneath, massive windows on three sides, and two hatches above. Neat zip-up canvas bags fill in for hanging lockers, saving on space and weight. On deck, midships hatches open to reveal piles of storage running nearly the full length of both hulls (both also have collision bulkheads forward) for rolled-up dinghies, SUPs, fenders, lines, and gear—as well as access to plumbing, tanks, and other mechanicals. Forward, the twin trampolines accommodate two side-by-side lounge seats with a small cooler in between and the windlass gear just forward. This boat speaks to the concept of “hopping aboard” and just taking off, with a refreshing kind of thoughtful simplicity in its approach throughout. With a draft just under 3 feet, you can poke into any number of protected shallow anchorages. It would be a natural choice for the Great Loop or places like the San Juan Islands of the Pacific Northwest or Chesapeake Bay—it’s already done an extended excursion through Greece. With a careful eye on a good weather window, it would make nice island hopper as well; in fact, hull No. 3—the boat we saw at the Miami show—was bound for Bimini and then down island, while another was headed to Seattle and another to La Rochelle. We haven’t had a chance to sail the boat yet; when we do, stay tuned for the full review. LOA 30’8” Beam 11’3” Draft 2’10” Air draft 32’9” Sail Area 317 sq ft (optional 496 sq ft asymmetrical spinnaker) Engines E-Propulsion Evo 6.0 Pod Drives (2x)<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTM2NTkzMDYzNzgxOTUy/hopyacht30-2048x.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTM2NTkzMDYzNzgxOTUy/hopyacht30-2048x.jpg"><media:title>hopyacht30-2048x</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[May Issue Preview ]]></title><description><![CDATA[Twenty-nine-year-old Cole Brauer skyrocketed to fame after becoming the first female winner of the Bermuda 1-2 last year, then turning around, crossing the Atlantic, and setting off alone around the world in the Global Solo Challenge. In March, she finished second of 16 competitors and amassed half ...]]></description><link>https://www.sailmagazine.com/cruising/may-issue-preview-</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/may-issue-preview-</guid><category><![CDATA[Lifestyle]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Sailboat Cruising]]></category><dc:creator><![CDATA[Lydia Mullan]]></dc:creator><pubDate>Tue, 09 Apr 2024 19:12:47 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIzOTQzMjcxMjk0NDA1/002-richard_mardens-05169_new2.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Cole Brauer became the first American woman to race solo around the globe in March.Photo&colon; Richard Mardens</figcaption>
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<h3>Inside Cole Brauer’s Race Around the World</h3>Twenty-nine-year-old Cole Brauer skyrocketed to fame after becoming the first female winner of the Bermuda 1-2 last year, then turning around, crossing the Atlantic, and setting off alone around the world in the Global Solo Challenge. In March, she finished second of 16 competitors and amassed half a million followers on social media in the process. SAIL Managing Editor Lydia Mullan worked on her historic campaign and offers an inside look. <figure>
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<figcaption>Robin Lee Graham's book Dove chronicles the circumnavigation he began at just 16 years old.Photo courtesy of Robin Lee Graham and by Emma Garschagen</figcaption>
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<h3>Home is the Sailor</h3>After inspiring generations of sailors with the tale of his circumnavigation in the beloved book Dove, Robin Lee Graham has moved on to a quieter kind of sailing. Some 60 years after his famous voyage, he’s found family, joy, and peace in the mountain lakes of Montana where Emma Garschagen caught up with him. <figure>
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<figcaption>Onboard solar is getting an upgrade, according to Nigel Calder.Photo&colon; Nigel Calder</figcaption>
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<h3>Solar Power</h3>From panel construction to voltage regulation, technological advances are making onboard solar better than ever. SAIL Contributing Editor Nigel Calder offers expert advice on what to expect from the latest innovations in powering your boat. <figure>
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<figcaption>Steve Titus and his son, Reece, found the adventure of a lifetime Photo by Meredith Rodgers, courtesy of Clipper Ventures</figcaption>
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<h3>Father Watch, Son Watch</h3>Steve Titus and his son, Reece, signed on for the sail of a lifetime in the Clipper Race to punctuate two major milestones–one on the cusp of entering the workforce, the other retiring from it. Through the Roaring Forties from Fremantle to Newcastle, they faced seasickness and harsh conditions, but found adventure in spades. Plus…cruising Newfoundland…SAIL’s BWI awards windfall…boat reviews of the Top 10 Best Boats Winners HH44 and Jeanneau Yachts 55…Eight bells for SAIL editor emeritus Patience Wales…...a review of the Airmar DST810 Smart Multisensor…and more!<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIzOTQzMjcxMjk0NDA1/002-richard_mardens-05169_new2.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIzOTQzMjcxMjk0NDA1/002-richard_mardens-05169_new2.jpg"><media:title>002-richard_mardens-05169_new2</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIyNzgzMDkzMjUzNjYx/00-lead-richard_mardens-01717.jpg"><media:title>00-lead-richard_mardens-01717</media:title><media:description><![CDATA[Cole Brauer became the first American woman to race solo around the globe in March.]]></media:description><media:credit><![CDATA[Photo&colon; Richard Mardens]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIyNzgzMDkzMzg0NzMz/02-dove-slides-020.jpg"><media:title>02-dove-slides-020</media:title><media:description><![CDATA[Robin Lee Graham's book Dove chronicles the circumnavigation he began at just 16 years old.]]></media:description><media:credit><![CDATA[Photo courtesy of Robin Lee Graham and by Emma Garschagen]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIzNTQwMzQ5Njc1MDM3/00-lead-shading-effect-demonstration-on-the-authors-boat-2.jpg"><media:title>00-lead-shading-effect-demonstration-on-the-authors-boat-2</media:title><media:description><![CDATA[Onboard solar is getting an upgrade, according to Nigel Calder.]]></media:description><media:credit><![CDATA[Photo&colon; Nigel Calder]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NjIyNzgzMDkzMzE5MTk3/00-lead_-231230_16ds_cr_r4_mer_psp_0494.jpg"><media:title>00-lead_-231230_16ds_cr_r4_mer_psp_0494</media:title><media:description><![CDATA[Steve Titus and his son, Reece, found the adventure of a lifetime ]]></media:description><media:credit><![CDATA[Photo by Meredith Rodgers, courtesy of Clipper Ventures]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Cruising: Soul Sailor]]></title><description><![CDATA[Olivia Wyatt let go of the shore in the summer of 2019, a decision slow to arrive that was part obsession, part dare, and part promise to herself. She readied herself and her sailboat, a 34-foot Ta Shing Panda named Juniper, for a solo Pacific crossing from San Diego to Honolulu. She was a ...]]></description><link>https://www.sailmagazine.com/cruising/cruising-soul-sailor</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/cruising-soul-sailor</guid><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Lifestyle]]></category><category><![CDATA[cruising]]></category><dc:creator><![CDATA[Hugo Kugiya]]></dc:creator><pubDate>Mon, 08 Apr 2024 14:45:08 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NTQxMjQz/00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Olivia Wyatt aboard her Ta Shing Panda, Juniper, in French Polynesia. Photo by Brandon Doheny</figcaption>
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Olivia Wyatt let go of the shore in the summer of 2019, a decision slow to arrive that was part obsession, part dare, and part promise to herself. She readied herself and her sailboat, a 34-foot Ta Shing Panda named Juniper, for a solo Pacific crossing from San Diego to Honolulu. She was a relatively new boatowner—the 30-year-old, full-keel cutter was her first (if you don’t count her Sunfish, which she named Queequeg) and remains her only. Back then she was a relatively experienced sailor as something one studies, less so as something one does. She had sailed alone before, but only a sum of 36 nautical miles and six hours. She was admittedly afraid to sail alone, which is in large part why she finally let go of that shore.She is today, four years later, a provisional entrant in the 2026 Golden Globe Race (GGR), one of four Americans and the only woman in the field thus far. The race takes competitors from Les Sables-d’Olonne and back via four rendezvous gates and the great capes of Good Hope, Leeuwin, and Horn, solo and nonstop. In total, Wyatt has now sailed 16,000 nautical miles, 9,000 of them solo, mostly in temperate Pacific waters. The longest she has spent at sea is 23 days. Finishing the Golden Globe will require eight to ten months at sea. <figure>
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<figcaption>Offshore between Fiji and Vanuatu. Inspired by the 2022-23 Golden Globe Race, she’s shooting to be on the starting line in 2026.Photo by Olivia Wyatt</figcaption>
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“I needed a bigger purpose than cruising from place to place,” she says. “I want there to be a bigger purpose for everything I do in life. I am the type of person that wants big things to sink my entire self into. I need to be consistently challenged and learning and exploring. And I love to be consumed by a goal, otherwise I get super bored.”Wyatt, 41, a filmmaker, photographer, and writer, is presently most of the way across the Pacific, having meandered over the years aboard Juniper through the Hawaiian island chain, across the equator to French Polynesia, then to Fiji, Vanuatu, and the Solomon Islands, arriving there in September 2023.She has already nearly met the minimum requirements of GGR entrants—8,000 miles in any boat, 2,000 solo, and 2,000 solo nonstop in the boat you intend to use. Because she didn’t use celestial navigation, she must repeat the latter qualifier, documenting at least six celestial observations and computed position lines. This year, she will sail to Malaysia for a refit before heading for the Med in 2025, either via the Indian Ocean and Cape of Good Hope, or shipping Juniper from Thailand to Europe. She plans a final refit in Portugal before the race start in Les Sables-d’Olonne.The idea of doing the GGR struck last summer when Wyatt was in Vanuatu, anchored off Espiritu Santo. She was aware of the original 1968 Golden Globe but not of the recent reboot until the 2022-23 edition, which Kirsten Neuschäfer won in April 2023, becoming the first woman to win a solo round-the-world race. In addition to allowing only production boats between 32 and 36 feet, designed before 1988, with a full-length keel and rudder attached to their trailing edge, the one-of-its-kind, retro race requires sailors to navigate with sextant on paper charts and use no electronic instruments or autopilot. “I was on full fire inside,” Wyatt says. “I woke up the next day unable to shake the idea of the race out of my head, but I didn’t know if I had what it takes to do it.”She dug further into the details and soon discovered that the Baba 35, sister vessel to her own, was on the list of pre-approved designs. She already had the right boat. In a way she had been practicing for this race for the past four years.She reached out to Neuschäfer and another 2022-23 GGR sailor, Elliott Smith—he dropped out of the race in Australia after his rig failed—and spoke to them by phone for hours, asking questions and soaking up advice. A few days later she spoke to race founder and chairman Don McIntyre and asked him if he thought she was ready.“You’re already doing it,” he told her. “You’re already sailing around the world by yourself.”<figure>
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<figcaption>Olivia Wyatt and Juniper anchored in Hawaii a few days before leaving for French Polynesia.  Photo by Phil Schlieder</figcaption>
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McIntyre, an experienced circumnavigator and consummate explorer, says the “head space” is more important than the sailing. To race the GGR requires obsession. Very few have that.“Olivia came across as a creative dreamer with an obsession with the GGR,” McIntyre says. “Being obsessed is critical even if you do not completely understand why. The important thing is that you can’t get it out of your head because your head is the only thing that will get you to the finish. Fear and uncertainty are important because without that there is nothing to gain and to drive you forward. Olivia is the classic GGR entrant.”She took two crew while in Hawaii and to French Polynesia, but all the other miles under Juniper were sailed alone. She told McIntyre she didn’t care about the race, or winning, that she was in it for the adventure. He told her the only goal should be to finish, because very few do. Five of 18 starters finished the 2018 race; five of 16 also finished the 2022 race, although two made stops and were thus relegated to the Chichester class.If racers are driven by records and trophies and cruisers by the sundowners and scenery, Wyatt is something else—the communion with nature, the transformation, the epiphanies and enlightenment. She is a soul sailor, animated by the solitude of the long journeys, where lately she has been finding God.“I’m super spiritual,” she says, “and for me, my dreams are direct messages from God. They are like the little lighthouses illuminating my life, guiding me, warning me, teaching me, healing me. The fact that my dreams about the GGR left me with such a sublime feeling indicated to me that I was being guided to do this race.”She received more evidence of divine intervention: She started her GGR application with no money for the partial entry fee sailors are required to submit with their applications. On the day Wyatt finished the paperwork, the “exact amount I needed” appeared in her account, money that her grandmother had left her, money that Wyatt was unaware of until her bank had merged with her grandmother’s bank.As a filmmaker, Wyatt will use the race as her next subject. She enlisted the help of another filmmaker, Philip Andrews, to help her rig Juniper with microphones and cameras so that she can record the journey with push-button ease. The end result will be her fourth feature-length documentary and her first since making “Sailing a Sinking Sea” in 2015 about the seafaring Moken people of Myanmar and Thailand. The film begat her life as a sailor.“I pour myself so deep into my films that I get postpartum depression after I give birth to one,” she says. “For a while I dealt with that by just turning around and making another film. It was not healthy. Making that film made me want to turn the ocean into my home, so I did.”<figure>
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<figcaption>A filmmaker, photographer, and writer, Olivia is planning to record her entire journey in the GGR to create her fourth feature-length film. Photo by Olivia Wyatt</figcaption>
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Filming the GGR would be something of a career grand slam for Wyatt, a born storyteller who happens to be in the middle of her life’s most fascinating story. She has done some television production work remotely while cruising in the Pacific, including a stint producing field segments for a season of the NBC comedy “Little Big Shots,” but directing and filming while sailing the Southern Ocean is another matter. Luckily, she “multitasks like an alien,” according to Tom Celentano, a boatbuilder and sailor from Honolulu, who met her on the docks of Ala Wai Harbor and lent her some of his engineering expertise as she upgraded Juniper for her transit to Tahiti.Celentano sailed Juniper with Wyatt off Oahu, where he works for a luxury catamaran charter business, and remembers a far different sailor who arrived from San Diego.“Her passagemaking skills still needed some work,” Celentano says. “Her confidence levels seemed off, and to my mind she seemed to struggle with some of the technical aspects of her preparation for the Tahiti voyage.”Three years later, having followed her Pacific voyage closely, Celentano says Wyatt’s “understanding of routing strategies, weather, and navigation have come a long way…she’s arriving at new anchorages sometimes in the dead of night with far more confidence than I’d witnessed in the past. I get a sense of a real and tangible groundedness about her, her decisions, and her planning. That will be a valuable strength during the GGR.”For better and worse, much will probably be made of Wyatt’s gender, a distinguishing factor if not a determining factor. Susie Goodall was the only woman in the 2018-19 GGR and among the last two competitors to retire when she lost her mast 2,000 miles west of Cape Horn. Neuschäfer was the lone woman in the 2022-23 field. She not only won but became the superhero of the event when she came to the rescue of fellow competitor Tapio Lehtinen, whose boat Asteria, a Gaia 36, sank in the Southern Indian Ocean. Wyatt might end up the only woman in 2026. While some of the best sailors in the world are women, they are still very few. (Cole Brauer was not yet 30 when she was the only woman to start the Global Solo Challenge in October 2023.)Holly Martin met Wyatt through social media in 2020 when they were both in French Polynesia. The two spent a month buddy-boating around Fiji as their friendship cemented. Martin was also cruising the world alone, having recently crossed from Panama to Marquesas in her 27-foot sloop Gecko, a trip she chronicled on her YouTube channel “Wind Hippie Sailing.” “Olivia and I stick together because we’re a vast minority,” says Martin, who grew up in a sailing family. “It’s important to celebrate the fact that women have broken into this world, but it’s just as important to remember we’re much more than our gender. It’s a tricky line to walk. On one hand, we want to shout out to the universe that women can sail too. On the other hand, we want to be recognized for our individual accomplishments.”Wyatt’s first challenge, in addition to getting Juniper to the start line, was the fundraising for her GGR campaign. She estimated a budget of $300,000 for the cost of refitting Juniper and buying the needed equipment and gear as well as the training. While at home in Arkansas this past winter, some friends hosted fundraising events for her in her hometown of Little Rock. She also took some time while in the U.S. to take some of the courses required of entrants, like medical training and survival at sea.Wyatt did not grow up sailing or come from a sailing background. She got her first taste in her late 20s when a friend bought her sailing lessons as a birthday present. She was living in the Rockaways in Queens, N.Y., so she purchased a Sunfish and practiced in Jamaica Bay, sometimes sailing to her summer job as a bartender at the Bungalow Bar, which had its own dock under the Cross Bay Bridge. She also helped deliver boats and joined race crews. She got good at trimming and specific tasks but did not understand sailing as a whole until she got her own boat.She moved to Los Angeles about 10 years ago, around the time she finished “Sailing a Sinking Sea.” She intended to make more documentaries and become a better sailor. She took advanced courses, volunteered as crew, chartered boats, and eventually bought Juniper for about $45,000.Around then, her film work began to dry up. She took a minimum-wage job at the local West Marine to make ends meet and started studying for her 50-ton USCG captain’s license hoping she could make money as a sailor. She lived aboard Juniper, first in Marina Del Rey and later in San Diego, taking her out whenever the weather kicked up to hone her skills.In San Diego, she met Elana Connor, who crossed the Pacific alone, and within a month she had decided to do it herself. Having envisioned doing it with a partner, she got tired of waiting. She found help from a former boatbuilder and sailor who helped train her and set up the boat for the crossing.She likened the voyage to the “wildest drug I’ve been on.” She didn’t tell many people she planned to cross to Hawaii, because she didn’t want anyone to know if she failed. The audacity of the feat was not lost on her. She did tell her mother, also named Olivia, who was so terrified and angry she didn’t speak to her daughter for months.“I am still horrified every time she takes off,” says her mother, who goes by Livvy. “I’ve earned every grey hair that one child can give you. Sailing by herself really has unnerved me. I’m trying to let go of my fear. I have to realize whatever happens to her out there, good or bad, she’s doing exactly what she wants to do, something she loves. She loves that boat, she loves being on that water.”You can follow Olivia Wyatt’s journey at <a href="http://wildernessofwaves.com">wildernessofwaves.com</a> and on YouTube at <a href="https://www.youtube.com/@wildernessofwaves">Wilderness of Waves</a>. Hugo Kugiya is an avid cruiser and a reporter at The Baltimore Banner, where he occasionally covers sailing. A former sportswriter, he has worked as a journalist for most of his life, writing for the Associated Press, Newsday, the Seattle Times, and the Orlando Sentinel. He first learned to sail in Biscayne Bay.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NTQxMjQz/00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NTQxMjQz/00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy.jpg"><media:title>00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy</media:title><media:credit><![CDATA[Photo by Brandon Doheny]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NTQxMjQz/00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy.jpg"><media:title>00-lead-c4e2177f-7cb8-4242-b09b-1515288cb673-copy</media:title><media:description><![CDATA[Olivia Wyatt aboard her Ta Shing Panda, Juniper, in French Polynesia. ]]></media:description><media:credit><![CDATA[Photo by Brandon Doheny]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NTQxODgx/01-0_crop.jpg"><media:title>01-0_crop</media:title><media:description><![CDATA[Offshore between Fiji and Vanuatu. Inspired by the 2022-23 Golden Globe Race, she’s shooting to be on the starting line in 2026.]]></media:description><media:credit><![CDATA[Photo by Olivia Wyatt]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NjA3NDE3/02-30e04c9f-6ba6-435f-9ba8-3f976da91306.jpg"><media:title>02-30e04c9f-6ba6-435f-9ba8-3f976da91306</media:title><media:description><![CDATA[Olivia Wyatt and Juniper anchored in Hawaii a few days before leaving for French Polynesia.  ]]></media:description><media:credit><![CDATA[Photo by Phil Schlieder]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyMzI3NzI0NjA2Nzc5/03-cockpit2.jpg"><media:title>03-cockpit2</media:title><media:description><![CDATA[A filmmaker, photographer, and writer, Olivia is planning to record her entire journey in the GGR to create her fourth feature-length film. ]]></media:description><media:credit><![CDATA[Photo by Olivia Wyatt]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Boats and Their People: An Undefinable Something]]></title><description><![CDATA[The year is 1966, in the heart of Orange County, California, when White Seal is laid up in fiberglass, by hand, at the Jansen Marine Yacht Yard. Fresh off the production line at the height of a booming marine industry, the boat’s gelcoat and varnish shine under the Costa Mesa sun. The company is ...]]></description><link>https://www.sailmagazine.com/cruising/boats-and-their-people-an-undefinable-something</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/boats-and-their-people-an-undefinable-something</guid><category><![CDATA[Sailing]]></category><category><![CDATA[people and boats]]></category><category><![CDATA[Profiles]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Sailboat Cruising]]></category><dc:creator><![CDATA[Emily Greenberg]]></dc:creator><pubDate>Fri, 05 Apr 2024 14:25:13 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTgyMzAy/boatsandpeople.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Charlie Langworthy lounges aboard White Seal. Photo&colon; Emily Greenberg</figcaption>
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The year is 1966, in the heart of Orange County, California, when White Seal is laid up in fiberglass, by hand, at the Jansen Marine Yacht Yard. Fresh off the production line at the height of a booming marine industry, the boat’s gelcoat and varnish shine under the Costa Mesa sun. The company is performance sailboat builder’s Cal Yachts. The boat is Cal 36 hull No. 27, designed by Bill Lapworth—the slightly smaller sister ship to the venerable Cal 40, the cutting-edge ocean race boat of the era. With its spade rudder and relatively light construction, the design is nothing short of revolutionary.Three thousand miles across the country, Charlie Langworthy is 13 years old and skipping rocks on the shores of Shelburne Shipyard in Vermont’s Champlain Valley. The long winter has finally thawed, and Charlie is working for his father’s Lake Champlain charter business for an obscenely low wage. Despite the labor rights violations, Charlie laps it all up.Charlie’s father, who was integral in establishing Lake Champlain as a sailing center, founded Lake Champlain’s very first charter business on the Burlington, Vermont, waterfront with a 19-foot daysailer. He would go on to own several boats for charter between 1963 and 1975, at which point Charlie, at 22, demanded to be paid an equal amount to the mate his father hired from a classified ad placed in the back of a sailing magazine.Fast forward to Fort Lauderdale, Florida, 1984. It’s been almost a decade since Charlie’s father sold off the last piece of the charter business, a 41-foot schooner that Charlie himself captained down to this very port. That time, he’d delivered his father’s boat to the south Florida city to sell. This time, he was there to buy a boat of his own. Charlie had been squirreling away his earnings from boat deliveries, boat repair and maintenance jobs, sailmaking, and a very short stint in receiving at the IBM headquarters where he learned how to invest what humble earnings he had into the stock market for nearly a decade. He cashed in. White Seal was the first boat he saw. Charlie liked the lineage; he knew Cal Yachts and the Bill Lapworth design. He made an offer, and the boat was his. Forty years later, White Seal still is. While some things never change, like the old-style depth sounder with a spinning disk that lights up at different depths, Charlie has made continuous upgrades to the vessel over the last four decades. <figure>
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<figcaption>The classic Bill Lapworth design is the little sister to the famous Cal 40 and shows many of her same characteristics.Photos by Emily Greenberg</figcaption>
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“The depth sounder is an old Seafarer,” he says, “It’s hilarious. A great conversation starter.”Charlie got married, became a father, and recently retired after 25 years at Darling’s Boat Works, a boat restoration company specializing in classic sailing yachts. It’s no wonder that to this day White Seal’s gelcoat and varnish still shine, the bronze patina green as emerald.But White Seal doesn’t look that good from being hoarded in a boat shed. She has always been sailed, from Charlie’s initial crossing to the Bahamas one month after buying the boat to his honeymoon cruise, from the trips south with his young family to his every-other-year post-retirement cruising. Not to mention sailing every season on his home waters of Lake Champlain.“My daughter said I might as well go cruising again while I’m still in halfway decent shape,” he says. The best part? His now-adult daughter Mary, his wife Meg, his siblings, nieces, nephews, vagabonds, stragglers, and strays alike all join him on different legs of his trips. While hauling the boat more winters than not certainly hasn’t hurt in keeping White Seal shipshape, Charlie has put in his 10,000 hours. He replaced the original Atomic 4 gas inboard engine with a Yanmar diesel, he’s re-rigged time and time again, added new sails several times over (many of which he made himself during his days working at a small loft called Vermont Sailing Partners), refreshed the gelcoat, added a new stove/oven, ports, lifelines, and at his daughter’s pressing, a Pelagic autopilot she bought for the boat. Only the best for White Seal. Next, Charlie wants to add a dodger.“I can’t believe I’ve suffered for 40 years without a dodger,” Charlie says. His daughter also demands refrigeration. “She doesn’t want to live in the stone age anymore.”Like father, like daughter. And Charlie couldn’t be more proud. At this rate, White Seal will well outlive us all, and Charlie’s next of kin is due to inherit the vessel. But Charlie doesn’t even have grey hair and turned 70 on Christmas 2023. So Mary will be commandeering the boat well before that. She plans to take over as captain with her boyfriend as first mate when they quit their jobs next year and leave for an extended cruise. Charlie is keen to bid White Seal bon voyage and be the one to join on legs of the trip for a change. He’s also willing to sell the boat to her for one dollar whenever she wants to take over ownership. “I never had a desire for another boat,” Charlie says. “When there’s something indefinable about a boat, something that really resonates, you’re reluctant to give that up.”Unless it’s to his daughter. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTgyMzAy/boatsandpeople.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTgyMzAy/boatsandpeople.jpg"><media:title>boatsandpeople</media:title><media:credit><![CDATA[Photo&colon; Emily Greenberg]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTgyMzAy/boatsandpeople.jpg"><media:title>boatsandpeople</media:title><media:description><![CDATA[Charlie Langworthy lounges aboard White Seal. ]]></media:description><media:credit><![CDATA[Photo&colon; Emily Greenberg]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4NTM0MDY2NDcyNTQy/img_0488.jpg"><media:title>img_0488</media:title><media:description><![CDATA[The classic Bill Lapworth design is the little sister to the famous Cal 40 and shows many of her same characteristics.]]></media:description><media:credit><![CDATA[Photos by Emily Greenberg]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[50th Anniversary of the St. Thomas International Regatta ]]></title><description><![CDATA[Caribbean sailors marked a milestone this past weekend as they celebrated the 50th St. Thomas International Regatta (STIR), a unique three-day event that draws a multigenerational fleet from St. Thomas, St. Croix, St. John, the British Virgin Islands, Puerto Rico, and St. Maarten, as well as the ...]]></description><link>https://www.sailmagazine.com/racing/50th-anniversary-of-the-st-thomas-international-regatta-</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/50th-anniversary-of-the-st-thomas-international-regatta-</guid><category><![CDATA[Regattas]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Regatta]]></category><category><![CDATA[Sail Racing]]></category><category><![CDATA[Racing]]></category><dc:creator><![CDATA[Laurie Fullerton]]></dc:creator><pubDate>Wed, 03 Apr 2024 16:02:37 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMzY1OTA4/closeracingbetweenislandcape31.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Three Cape 31 sail hard "between the St. James" during competition at the St Thomas International Regatta this past weekend.Photo by Ingrid Abery</figcaption>
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Caribbean sailors marked a milestone this past weekend as they celebrated the 50th St. Thomas International Regatta (STIR), a unique three-day event that draws a multigenerational fleet from St. Thomas, St. Croix, St. John, the British Virgin Islands, Puerto Rico, and St. Maarten, as well as the United States. The event not only celebrates a long tradition of friendly competition between countries and islands but is recognized for its legacy of bringing up Olympic sailors, top sailing college prospects in the U.S., and leaders of many professional sailing teams including SAILGP’s skipper Taylor Canfield, who was raised here.“We started this yacht club in 1962 with the idea that people will join up as soon as we get in some racing, and they did!” said club member, octogenarian, and competitive sailor John Foster. At that time, had recently gained Olympic status. “The talent level was high from that point. When Rolex agreed to sponsor the regatta in 1974, we became a magnet for race boats from all over the world.” For CSA 1 first-place finisher Flying Jenny—a Cape 31 owned by U.S. sailor Sandra Askew—and her crew, the regatta is a venue to grow the Cape31 fleet in the Caribbean and also to gain experience racing on a course that relies primarily on geography rather than windward-leeward racing. The Cape 31 is a Mark Mills-designed boat from California, built in South Africa and popular in California, the UK, and the Mediterranean. <figure>
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<figcaption>The J121 Apollo had seven bullets in CSA 2 fleet during this past weekends' St. Thomas International Regatta.Photo by Ingrid Abery</figcaption>
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“I really like this kind of racing,” said David Askew, who trades places with Sandra, his wife, at the helm. “We were going very close to the rocks, and we are lucky to have such a great navigator in Josie Gliddon, of the UK.” Gliddon’s strategy had them staying close to the cliffs to maintain the lead. The Michael Wilson’s Cape 31 ShotGunn (UK) placed second, with Marc McMorris of California on his Cape 31 M2 third. “The sailing is spectacular, and it is nice to do a different style of racing from the norm, so we can really develop new skills. It is such a cool location, cool people, and cool boats,” Wilson said. Added McMorris, “These boats are a pleasure to sail in any conditions. They are truly a high-performance boat that’s still very safe.”In CSA 2, Boston, Massachusetts resident Donald Nicholson, owner of the J121 Apollo, placed first with seven bullets. With uncharacteristic westerly winds for two of the three days, “we enjoyed the fact that the conditions were unusual for Virgin Islands sailors accustomed to the prevailing trade winds. It meant they did not have that hometown advantage, and we were able to take advantage of that.” St. Thomas sailor Lawrence Aqui raced his Dufour 40, Wild T’ing, to the top of the CSA Non-Spinnaker Class, followed by American Steve Schmidt’s Santa Cruz 70, Hotel California Too. Trinity VI, David McDonough’s J40, ended third. McDonough and David Hensley campaigned two “Trinity” boats in different classes, the J42 Trinity IV and the J40 Trinity VI.“The 50th STIR was terrific, and the Trinity teams of boats did quite well with a second and third within their respective classes,” McDonough said. “The event had a great turnout and the STYC are very friendly hosts, with tasty food and lively bands each night.” The one-design IC24 Class proved the biggest of STIR with 15 boats getting in 13 races over three days. St. Thomas’ two-time Olympian, Cy Thompson, on Bill T, successfully defended his class-winning title.“We had conditions this weekend that no one had seen before, but many of the same crew, so our team was spot on for the transitions,” said Thompson, whose crew was Maurice Kurg, Eric Cusin, Spencer LeGrande, and Emma Walters.<figure>
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<figcaption>Cape 31 Flying Jenny, owned by Sandy Askew, placed first in their class during last weekend's St. Thomas International Regatta. Photo by Ingrid Abery</figcaption>
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PJ’s Magic Coffee Bus, chartered to race STIR by Guy Williams from New Orleans, placed second. In third was Peter Stanton from St. Croix’s Big Island.U.S. sailor Dave Franzel, who is formerly the manager of the St. Thomas Yacht Club sailing center, also competed in the IC24 fleet. He mentored a group of teen sailors from St. John. His team finished seventh out of 15. “Racing with teenagers somewhat new to sailing comes down to getting them to focus and put their attention on their particular task on the boat,” Franzel said. “We did a debrief every day after racing, and by the third day they absolutely had the focus they needed. It was great.”Chris Curreri won the Hobie Wave fleet with 24 points. Right at his heels with 26 points was the doublehanded youth team of Finn Hodgkins (11) and Will Zimmerman (12). “For me it is very competitive sailing against adults, and it is a bit different than racing against other kids,” Hodgkins said. “When adults yell over from another boat (during competition) it feels like they are giving you a command. I had to get used to that as we are also racing equally. I am just learning new stuff and being challenged the whole time.” According to Assistant Tourism Commissioner Alani Henneman-Todman, the tourism board continues to support and sponsor this race in part because of the sailors’ camaraderie and passion for what they do. “Sailing in a regatta here is a very special thing to participate in,” Henneman-Todman said. “Bonding at a regatta and the underlying good vibe, love, and passion for what sailors do comes through here.” For more on the 50th St. Thomas International Regatta, visit <a href="http://stthomasinternationalregatta.com">stthomasinternationalregatta.com.</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMzY1OTA4/closeracingbetweenislandcape31.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMzY1OTA4/closeracingbetweenislandcape31.jpg"><media:title>closeracingbetweenislandcape31</media:title><media:credit><![CDATA[Photo by Ingrid Abery]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMzY1OTA4/closeracingbetweenislandcape31.jpg"><media:title>closeracingbetweenislandcape31</media:title><media:description><![CDATA[Three Cape 31 sail hard "between the St. James" during competition at the St Thomas International Regatta this past weekend.]]></media:description><media:credit><![CDATA[Photo by Ingrid Abery]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMzAwMzcy/apollo---csa-2-winner---credit-ingrid-abery-copy.jpg"><media:title>apollo---csa-2-winner---credit-ingrid-abery-copy</media:title><media:description><![CDATA[The J121 Apollo had seven bullets in CSA 2 fleet during this past weekends' St. Thomas International Regatta.]]></media:description><media:credit><![CDATA[Photo by Ingrid Abery]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDgwNjYzMTYyMjk5OTAy/cape31-flyingjenny.jpg"><media:title>cape31-flyingjenny</media:title><media:description><![CDATA[Cape 31 Flying Jenny, owned by Sandy Askew, placed first in their class during last weekend's St. Thomas International Regatta. ]]></media:description><media:credit><![CDATA[Photo by Ingrid Abery]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Gear: ePropulsion Spirit 1.0 Plus]]></title><description><![CDATA[Ever since the government started polluting our fuel with ethanol, I’ve agonized over how best to power the dinghies I use when cruising. I did experiment with an early version electric motor years ago but was not impressed, as the battery sometimes went flat with no warning. Since then I’ve ...]]></description><link>https://www.sailmagazine.com/gear/gear-epropulsion-spirit-1-0-plus</link><guid isPermaLink="true">https://www.sailmagazine.com/gear/gear-epropulsion-spirit-1-0-plus</guid><category><![CDATA[Engines and Systems]]></category><category><![CDATA[EPropulsion]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Gear]]></category><category><![CDATA[Sailing Gear]]></category><dc:creator><![CDATA[Charles J. Doane]]></dc:creator><pubDate>Tue, 02 Apr 2024 14:48:42 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDM3NjczNzYwODkyODg0/doane_eprop.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Photo by Charles J&period; Doane</figcaption>
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Ever since the government started polluting our fuel with ethanol, I’ve agonized over how best to power the dinghies I use when cruising. I did experiment with an early version electric motor years ago but was not impressed, as the battery sometimes went flat with no warning. Since then I’ve defaulted to hunting out ethanol-free fuel for my small outboards and often end up buying expensive “engineered” fuel in hardware stores.I was pleased, then, to have a chance to run ePropulsion’s current model Spirit 1.0 Plus motor on my 9-foot roll-up inflatable dinghy last summer and fall. I really fell in love with it, and it’s now my go-to tender motor, replacing the Honda 2.5-hp gas-powered mill I’ve put up for sale.Most importantly, I found the Spirit 1.0 to be perfectly reliable. Running the motor in various conditions during summer cruising in Maine, then in Bermuda and Antigua during a passage south in the fall, I was never surprised by any precipitous changes in the battery’s state of charge, even after it had been left idle for days or weeks. The monitoring display on the tiller handle offered no wild fluctuations in data and accurately reported remaining capacity and run times. My crowning moment came when I silently slid by another cruiser in a Maine anchorage who was struggling to start his tender’s gas-powered motor. He had a very envious look on his face!The Spirit 1.0 is rated at 1kW, or about 3hp, and easily runs at speeds achieved by my old Honda motor. Going flat out, I found the motor pushed my inflatable at a little over 4 knots, but at half-power still made 3.5 knots with much more range, so that became my default setting. Running 7.5 miles at various power settings over six days with no recharging was when I came closest to exhausting the battery, with the monitor showing just 16 minutes of power left. To recover from this, it took seven hours to get the battery back to full charge with the regular charger plugged into 110V household current. Afloat on the mothership, I found the charger continuously pulled about 20 amps from the house batteries, so normally I only charged when motoring. Going forward I plan to use an optional fast-charger when motoring and a 12V trickle-charger when the engine is off.What I most appreciated is how easy the Spirit is to handle. The battery (which is waterproof and floats) and the drive leg each weigh only about 20 pounds and can be quickly moved on and off a tender as separate units. Both parts have also proved to be very durable and are easy to stow aboard. Best of all, I don’t have to worry about carrying any gasoline. $2,599, <a href="http://epropulsion.com">epropulsion.com</a> <figure>
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<figcaption>Photo&colon; Charles J&period; Doane</figcaption>
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Read the update from Charles here: <a href="https://wavetrain.net/2024/04/04/electric-outboards-how-i-learned-to-stop-worrying-and-love-my-epropulsion-spirit-1-0-plus-motor/">ELECTRIC OUTBOARDS: How I Learned to Stop Worrying and Love My ePropulsion Spirit 1.0 Plus Motor</a><figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>May 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDM3NjczNzYwODkyODg0/doane_eprop.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDM3NjczNzYwODkyODg0/doane_eprop.jpg"><media:title>doane_eprop</media:title><media:credit><![CDATA[Photo by Charles J&period; Doane]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NDM3NjczNzYwODkyODg0/doane_eprop.jpg"><media:title>doane_eprop</media:title><media:credit><![CDATA[Photo by Charles J&period; Doane]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1NTA4Mzc4ODU0Njk2MTQx/eprop.jpg"><media:title>eprop</media:title><media:credit><![CDATA[Photo&colon; Charles J&period; Doane]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjY3MTIyNjQwMjIx/00-richard_mardens-05169_new2.jpg"><media:title>00-richard_mardens-05169_new2</media:title></media:content></item><item><title><![CDATA[Wish I Was in Lauderdale Giveaway]]></title><description><![CDATA[It has been a long, hard winter and the summer months can’t come soon enough. We wish we were in Lauderdale, soaking up the sunshine, blue skies, and warm temperatures. We’re dreaming up a trip to the sunshine state and you can too - We’re giving away 100 tickets to the FLIBS Prime Time Preview Day ...]]></description><link>https://www.sailmagazine.com/sponsored-content/wish-i-was-in-lauderdale-giveaway</link><guid isPermaLink="true">https://www.sailmagazine.com/sponsored-content/wish-i-was-in-lauderdale-giveaway</guid><category><![CDATA[Sponsored Content]]></category><category><![CDATA[Giveaway]]></category><category><![CDATA[VisitLauderdale]]></category><dc:creator><![CDATA[VisitLauderdale]]></dc:creator><pubDate>Tue, 02 Apr 2024 13:51:31 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzQyNDM5NTcxOTkwMDE0/heroimage3.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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It has been a long, hard winter and the summer months can’t come soon enough. We wish we were in Lauderdale, soaking up the sunshine, blue skies, and warm temperatures. We’re dreaming up a trip to the sunshine state and you can too - We’re giving away 100 tickets to the FLIBS Prime Time Preview Day on October 25!Check out our <a href="https://www.instagram.com/sailmagazine/">Instagram</a> to learn more and to enter the giveaway. Giveaway runs April 1-30. <a href="https://www.visitlauderdale.com/plan-your-vacation/live-beach-cam/">Click here to watch VisitLauderdale’s Live Beach webcam!</a><hr><a href="https://www.visitlauderdale.com/">Explore everything that Greater Fort Lauderdale has to offer!</a><a href="https://www.visitlauderdale.com/"></a><figure>
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]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzQyNDM5NTcxOTkwMDE0/heroimage3.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzQyNDM5NTcxOTkwMDE0/heroimage3.jpg"><media:title>heroimage3</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzQyNDM5NTcxOTkwMDE0/heroimage3.jpg"><media:title>heroimage3</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzQyNTEzMTIzMzA0OTU4/logo.jpg"><media:title>logo</media:title></media:content></item><item><title><![CDATA[Taking Care of Musical Instruments at Sea]]></title><description><![CDATA[Sailors have a longstanding history with music. From ancient seafaring cultures to modern sailors, music has played a vital role in maritime life, offering solace, entertainment, and a means of communication. For those who also have a passion for music, bringing musical instruments on board adds an ...]]></description><link>https://www.sailmagazine.com/cruising/taking-care-of-musical-instruments-at-sea</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/taking-care-of-musical-instruments-at-sea</guid><category><![CDATA[Music]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Lifestyle]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Marissa Neely]]></dc:creator><pubDate>Mon, 01 Apr 2024 19:00:37 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMjA0/00-lead-kris-big-sierra-aboard-a-friends-boat.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMjA0/00-lead-kris-big-sierra-aboard-a-friends-boat.jpg" height="800" width="1065">
<figcaption>Kris Elizondo, who performs under the name Big Sierra, plays guitar while hanging out on a friend’s boat. Photo&colon; Marissa Neely</figcaption>
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Sailors have a longstanding history with music. From ancient seafaring cultures to modern sailors, music has played a vital role in maritime life, offering solace, entertainment, and a means of communication. For those who also have a passion for music, bringing musical instruments on board adds an extra dimension to the sailing experience. However, safeguarding these delicate instruments from the challenges of life at sea requires careful consideration and proper care.As my husband, Chris, and I were moving aboard our 41-foot, 1979 Cheoy Lee Avocet in 2018, we decided that music would remain a part of our lives afloat. Our acoustic guitar hangs in our V-berth while our ukulele sits on the shelf in our salon, always within reach for an impromptu jam sesh. As we have put numerous miles beneath our keel, we have learned just how vulnerable our instruments can be in the harsh environment we live in, despite our attempt at best care practices. “You really shouldn’t expose them to saltwater,” our friend Kris says through a cheeky half-smile. Kris is a professional musician performing under the stage name Big Sierra in addition to working at Ernie Ball Music Man, a world renowned music company. All jokes aside, his input was backed by experience, and he was able to shed some light on how to take care of instruments afloat.The most useful thing any musician can invest in is a hard-shell case. They aren’t cheap but very much worth it in the long run. Bag cases don’t do much to protect your beloved instruments from bumps and dings, nor do they control heat and humidity—the silent killers of wood instruments. Leaving your guitar in direct sunlight or in a hot car (or boat) for hours causes the wood to swell and then retract, creating warps in your neck or cracks in the wood. Humidity and moisture can cause any metal parts (frets, tuners, bridge) to rust. “And there’s nothing more annoying than picking away on rusty strings” Kris says. So, when living on a boat, any steel-stringed instruments should live in a case when not in use. The salt and humidity of the sea will definitely shorten the life of that guitar, especially if it’s left exposed to the elements.“Anytime I get new shoes or something that has those little silica packets in them, I save them to throw in my guitar cases,” Kris says. “In all honesty they probably don’t do much, but if I was taking my instruments on an equatorial voyage, I’d make sure to have a couple on me. There are even companies that sell basically the same thing (but larger) made specifically for instrument cases. Humidity is the death of strings, and when you’re miles out to sea, you’ve gotta make those strings last.”So, what about those sailors who don’t have room for bulky hard cases, extra strings, or AC to keep things cool? Luckily, we have more friends in the music world to share the details on how they make it work.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMTM5/01-phil-johnson-recording-aboard-sonder.jpg" height="800" width="879">
<figcaption>Music producer and full-time liveaboard Phil Johnson has turned his Cheoy Lee’s quarter berth into a complete music studio.Photo&colon; Marissa Neely</figcaption>
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“Yah, I have some guitars aboard,” our friend Griff shared in a recent Instagram chat thread. Griff lives part-time aboard his 2003 Beneteau 361 named Lola when not touring and playing music in the states under his stage name, Goth Babe. We had the pleasure of sharing some anchorages in Mexico with him, but he often had to excuse himself to finish recording one of his his latest singles, “Bioluminescence.” As a professional musician who lived aboard, his input was valuable on this matter, so I asked him what we all want to know: How do you take care of your gear on the boat?“It’s very difficult! My electric guitar lives in a vacuumed bag when I’m back in the states. This hopefully keeps the moisture from getting to the strings and interior components. I also have a Pelican [case] that holds all of the electronics, which includes my laptop, midi keyboard, and cables. I think keeping things sealed when not under use is the key.” But the Pelican case doesn’t just protect from the aforementioned moisture issues that Kris warned us about; using a hard case such as a Pelican can also prevent the gear from getting destroyed when underway, which Griff knows first hand. “I have definitely seen my gear fly across the cabin on a number of occasions!” he says.We’re also fortunate to know Phil from S/V Sonder, a fellow Cheoy Lee owner who is currently sailing through the Mediterranean with his wife, Roxanne. Phil is a producer and has turned Sonder’s quarter berth into a recording studio complete with a keyboard.“There is a lot of TLC that goes into musical maintenance,” he says. Unlike Griff, Phil’s instruments of choice are more of the brass and piano category. “Moving onto Sonder I brought with me a trumpet, a few smaller keyboards, and a melodica,” he says. “My keyboards are electronic and therefore not subject to the effects temperature and humidity have on acoustic instruments. That said, I didn’t bring the nicest trumpet I have, because I didn’t want it to be exposed to corrosion by the sea air.”As a successful musician and sailor with well over 5,000 nautical miles under his keel, Phil has learned a thing or two about instrument care while sailing. “If your instrument is metal or has a good deal of metal in it, remember not to store it in the same locker as your autopilot’s compass. Don’t ask me how I know this. Silica gel packets are a handy thing to keep with instruments or equipment you want to stay dry. DeoxIT is amazing stuff at cleaning the corroded bits, like crackly spots on an amp or a switch that only works some of the time. A good soft case is worth its weight in gold (they seem to cost almost as much as hard cases!) and is definitely the best method of storing your instruments.”Whether for work, leisure, or artistic expression, the bond between sailing and music remains as strong as ever, and with proper care and consideration, your musical instruments can serenade you with beautiful tunes against the backdrop of the open sea. By following these guidelines, you’ll be able to enjoy harmonious sailing while ensuring your cherished instruments remain in excellent condition for years to come. Marissa and her husband, Chris, live aboard their 1979 Cheoy Lee 41 Avocet and have been cruising since 2022. They are currently in the Sea of Cortez where the wild landscape is full of inspiration for writing, video production, and of course music. Follow them on Youtube (<a href="https://www.youtube.com/@sailingavocet">Sailing Avocet</a>) or <a href="https://www.svavocet.com/">svavocet.com</a>. You can follow Kris <a href="https://www.instagram.com/big.sierra/">@big.sierra</a>, Griff <a href="https://www.instagram.com/gothbabemusic/">@gothbabemusic</a>, and Phil <a href="https://www.instagram.com/sailingsonder/">@Sailingsonder</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMjA0/00-lead-kris-big-sierra-aboard-a-friends-boat.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMjA0/00-lead-kris-big-sierra-aboard-a-friends-boat.jpg"><media:title>00-lead-kris-big-sierra-aboard-a-friends-boat</media:title><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit><media:text>Sailing-music-friends-boats</media:text></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMjA0/00-lead-kris-big-sierra-aboard-a-friends-boat.jpg"><media:title>00-lead-kris-big-sierra-aboard-a-friends-boat</media:title><media:description><![CDATA[Kris Elizondo, who performs under the name Big Sierra, plays guitar while hanging out on a friend’s boat. ]]></media:description><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU2NTM4NzI3NjIyMTM5/01-phil-johnson-recording-aboard-sonder.jpg"><media:title>01-phil-johnson-recording-aboard-sonder</media:title><media:description><![CDATA[Music producer and full-time liveaboard Phil Johnson has turned his Cheoy Lee’s quarter berth into a complete music studio.]]></media:description><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Nautitech 48 Open ]]></title><description><![CDATA[The wave roared up behind us, trying to push the big boat around, but she wasn’t having it. Instead, we surfed, speeding ahead and touching 14.4 knots, inspiring an enthusiastic “whoop whoop” from the crew. We had just hoisted the gennaker on the new Nautitech 48 Open in 20 knots of breeze outside ...]]></description><link>https://www.sailmagazine.com/boats/nautitech-48-open-</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/nautitech-48-open-</guid><category><![CDATA[Sailboat News]]></category><category><![CDATA[sailboats]]></category><category><![CDATA[Top 10 Nominee]]></category><category><![CDATA[catamarans]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Zuzana Prochazka]]></dc:creator><pubDate>Fri, 29 Mar 2024 16:14:43 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI2OTEzNzkw/nautitech48-2048x-2-viddy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Eschewing the additional work of daggerboards, the 48 Open's design depends on long, slim keels to sharpen performance. Photo courtesy of Nautitech</figcaption>
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The wave roared up behind us, trying to push the big boat around, but she wasn’t having it. Instead, we surfed, speeding ahead and touching 14.4 knots, inspiring an enthusiastic “whoop whoop” from the crew. We had just hoisted the gennaker on the new Nautitech 48 Open in 20 knots of breeze outside of Government Cut off Miami Beach. Alex Sastre of Performance Yacht Sales, who had sold one of these just that morning and who doesn’t shy away from calamitous conditions, is always fun on a sea trial. “I think we really have something in this boat,” he shouted over the wind. “They got it right!” <iframe width="560" height="315" src="https://www.youtube.com/embed/4QafcLJHo8U" frameborder="0" allowfullscreen></iframe>I inspected the boat from the dock before departure, and at first glance she looked like the Nautitech 44 Open (a SAIL Top 10 Best Boats 2023 winner) but with more elbow room and better windlass access. But once we untied the docklines, she proved to be so much more than just a longer waterline and extra breathing space. The N48 was the last design of the late naval architect Marc Lombard, and it’s the flagship of the French builder’s line. She’s relatively light for her size with just over 13 tons of displacement, and her long, slim keels—no daggerboards—keep her tracking well. The knuckles of the reverse bows are above the waterline and the hulls are narrow down low with a chine to add volume up higher. Overall, she has a low profile with sleeker lines than previous Nautitech models and more like those of the high-performance uber cats. She looks like she means business even tied to the dock. Nautitech likes to paint their aluminum masts black for a faux carbon effect. On the N48, this double-spreader rig supports nearly 1,400 square feet of sail area between the huge square-top mainsail and the self-tacking jib. Attach a code zero to the composite sprit and you have serious canvas acreage flying. The helms are outboard on the hulls with B&G MFDs on both sides and the engine throttles to starboard, although you can add them to port as well. New are the helm seats, which were widened to accommodate two real-sized humans. Electric winches near both helms make easy work of the halyards, sheets, and reefing lines. The traveler and mainsheet run across and on top of the transom where they’re in sight of the skipper and quickly accessible rather than hidden up on the bimini. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzM4ODkzMDAzMTM4NTU4/photo-63-copy.jpg" height="800" width="1200">
<figcaption>The 48 Open has a pair of outboard helms with wider seats to easily accommodate two people.Photo courtesy of Nautitech</figcaption>
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There are no tricky newfangled concepts here, just intuitively organized sailing so this boat is easy to manage even shorthanded. That’s one of the design’s goals, says Miguel Guimaraes, Nautitech’s commercial export director. “We want everything to be easy. You can go around the world, but you don’t need complex systems.” Using daggerboards as an example, he noted that with its slender keels, the 48 can make 38 to 40 degrees apparent wind angle (AWA) upwind in chop (a statement that we verified in our test sail). “We are delivering a great package that sails well already.” Visibility from the helms is decent forward and improves with the help of a mast-mounted camera. Aft, you can see both corners clearly, which is key when docking in reverse. That’s much better than driving from a flybridge model where you see nothing aft. On passage, it’s likely the boat will be on autopilot, so these exposed helms won’t be much of an issue. But day sailing and hand steering from here is the real attraction with excellent helm feel and a wind-in-your-hair experience. This is different from bulkhead-mounted helms on other brands, and it can be a polarizing feature. Nautitech has stuck to their guns with this approach over the years, and I think they’re right. This placement of the wheels provides the skipper with full view of the sails and also instills a sense of adventure since you’re closer to the water as it rushes by. In gusty winds of 18 to 22 knots, we sailed 12.3 knots of boatspeed at 60 degrees AWA. She kicked up her heels, never feeling overpowered or squirrely. Off the wind, she tracked well despite the lumpy seas, and we still held onto 8 knots at 120 degrees AWA. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI3MjQxNDcw/photo-132-copy.jpg" height="800" width="1200">
<figcaption>The interior, designed in collaboration with Christophe Chedal-Anglay, features a workmanlike nav station with excellent visibility forward and a large C-shaped galley. Note the signature stand-up central "bar,' which naturally becomes a focal point and provides a sturdy handhold in a seaway.Photo courtesy of Nautitech</figcaption>
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The foredeck has space for lounge cushions behind the twin trampolines and the windlass is now in an opening locker, which is an improvement over the N44. The bows are cavernous spaces that swallow lines and fenders. Two forward steps lead up to the coachroof where the boom is low enough for crew to manage the sail in the bag. Also up here are 1,800 watts of solar panels on the centerline. Nautitech’s Open concept was popularized a few years ago on the N40. The idea was to maximize the size of the cockpit for outdoor living, leaving a small interior salon. This saves space, weight, and duplication. Of course, when you have 48 feet to work with, you can do a fine job of both. <figure>
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<figcaption>Plenty of room on the foredeck for lounging.Photo courtesy of Nautitech</figcaption>
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The cockpit is truly roomy with twin hi/lo tables, a wide synthetic teak sole, and lots of garage stowage. Inside, the layout follows the N44 but is bigger in every sense. The table with the L-shaped dinette to port is now more than a cocktail lounge, and the forward-facing nav desk in the front port corner is the roomy nerve center of the boat. The galley with twin fridge drawers and ample countertops is to starboard, and in the middle is the trademark stand-up bar, which creates a central gathering spot to mix cocktails, prep food, gather and chat, or just hang on in a seaway. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI2OTE0MjYw/photo-103-copy.jpg" height="749" width="1200">
<figcaption>The owner's suite occupies the entire port hull, with desk and closest space amidships and full head and shower forward.Photo courtesy of Nautitech</figcaption>
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The owner’s suite spreads across the entire port hull with a large double bed aft, a desk and generous closet space in the middle, and a head with a shower stall and twin sinks in the bow. Indirect lighting and improved finishes create a posh owner’s hideaway. On starboard, the layout gets “modular.” You can spec two cabins and two heads, one cabin and one head with an office, or a cabin and head with the “SmartRoom” that serves as workshop, stowage space, or laundry room. It’s a feature that distance cruisers will love. Our version had bunk beds for kids with a tiny desk. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI3MDQ0ODYy/photo-94-copy.jpg" height="800" width="1200">
<figcaption>The forward cabin in the starboard hull is modular in design so that it can be configured multiple ways for a variety of purposes, including a kids' cabin as in this layout with twin bunk beds.Photo courtesy of Nautitech</figcaption>
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Designed in collaboration with Christophe Chedal-Anglay, the flow aboard is intuitive and relaxed. The walnut finish combined with light fabrics and lots of indirect lighting at the headliner is elegant and creates a look of casual and understated luxury. The liveaboard appeal of this model is a no-brainer. Like other builders, Nautitech offers bundled options in the Sport and Explorer versions, but you can also spec a la carte features like lithium batteries, three-blade folding propellers, black Antal cleats that rotate downward when not in use to avoid snagging sheets, and a 3,000-watt inverter. As tested with many of these options, our boat came in around $1.4 million, which is still less than comparably sized performance multihull cruisers, although it’s getting up there. After a feisty, terrific sail, we motored back through the cut and turned upwind to drop the main. “Watch this,” said Alex, and he let the halyard fly. It was at thing of beauty as the giant main shot down in less than two seconds. Cats have a funky rig geometry, and sometimes you have to literally hang on the sail to bring it down. This one slipped along easily with no hang-ups, which is not only more convenient, it’s safer. Under power, the upgraded twin 75-hp Volvo Penta diesels with saildrives and folding props pushed us along at 10.1 knots at 3,300 rpm at the top end, and we found a good cruise at 2,600 rpm and 9 knots. That last knot will cost you a bundle at the pump. We sailed hull No. 1, and whichever direction we headed, the boat was nonplussed. In the rough conditions, she pointed up to 40 degrees which is damn good for a cat and surfed down the bigger waves like a Cadillac. I was ready to keep going to Bimini as I thought, “Boy, did they ever get it right with this one.” <h3>Nautitech 48 Open</h3>LOA 47’9” Beam 26’2” Draft 5’1” Air Draft 75'4" Displacement 29,768 lbs Sail Area 1,370 sq ft upwind Power Volvo Penta 2x 75-hp Designer Marc Lombard Builder <a href="http://nautitech.com">nautitech.com</a> As-tested $1.4 million (Explorer Version)<figure>
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]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI2OTEzNzkw/nautitech48-2048x-2-viddy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI2OTEzNzkw/nautitech48-2048x-2-viddy.jpg"><media:title>nautitech48-2048x-2-viddy</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI3MTEwMzk4/photo-30-copy.jpg"><media:title>photo-30-copy</media:title><media:description><![CDATA[Eschewing the additional work of daggerboards, the 48 Open's design depends on long, slim keels to sharpen performance. ]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzM4ODkzMDAzMTM4NTU4/photo-63-copy.jpg"><media:title>photo-63-copy</media:title><media:description><![CDATA[The 48 Open has a pair of outboard helms with wider seats to easily accommodate two people.]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI3MjQxNDcw/photo-132-copy.jpg"><media:title>photo-132-copy</media:title><media:description><![CDATA[The interior, designed in collaboration with Christophe Chedal-Anglay, features a workmanlike nav station with excellent visibility forward and a large C-shaped galley. Note the signature stand-up central "bar,' which naturally becomes a focal point and provides a sturdy handhold in a seaway.]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzM4ODYxODY0MjMyNDQ2/photo-136-copy.jpg"><media:title>photo-136-copy</media:title><media:description><![CDATA[Plenty of room on the foredeck for lounging.]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI2OTE0MjYw/photo-103-copy.jpg"><media:title>photo-103-copy</media:title><media:description><![CDATA[The owner's suite occupies the entire port hull, with desk and closest space amidships and full head and shower forward.]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MzIyNjY4MjI3MDQ0ODYy/photo-94-copy.jpg"><media:title>photo-94-copy</media:title><media:description><![CDATA[The forward cabin in the starboard hull is modular in design so that it can be configured multiple ways for a variety of purposes, including a kids' cabin as in this layout with twin bunk beds.]]></media:description><media:credit><![CDATA[Photo courtesy of Nautitech]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Charter: Sailing by Instinct]]></title><description><![CDATA[We had stopped to snorkel at Cayo Sal in Cuba, and I grabbed my mask and fins to check on the anchor. This weather-beaten, low-lying island was a great example of sketchy charts and missing markers. Within feet of our hook were the remains of a 60-foot mast with the rigging wire still attached. I ...]]></description><link>https://www.sailmagazine.com/charter/charter-sailing-by-instinct</link><guid isPermaLink="true">https://www.sailmagazine.com/charter/charter-sailing-by-instinct</guid><category><![CDATA[Sailing Charter News]]></category><category><![CDATA[Charter]]></category><category><![CDATA[Instincts]]></category><category><![CDATA[experience]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Charter Tips]]></category><dc:creator><![CDATA[Zuzana Prochazka]]></dc:creator><pubDate>Thu, 28 Mar 2024 11:21:02 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNzU2NDg5Njc2Mjgz/00-lead-bahshrouddwbeachwater.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Shroud Cay in the Bahamas is one of those places where using all of your senses to navigate will help keep you out of mischief.Photo by Zuzana Prochazka</figcaption>
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We had stopped to snorkel at Cayo Sal in Cuba, and I grabbed my mask and fins to check on the anchor. This weather-beaten, low-lying island was a great example of sketchy charts and missing markers. Within feet of our hook were the remains of a 60-foot mast with the rigging wire still attached. I swam farther and found odd bits of fiberglass and then finally a rusty submerged metal boat that was clearly from a different wreck at a different time. None of this was on the charts, and there were no markers at the surface to warn of these underwater hazards. The only cruising guide had been written years before, so it was little help.It’s not just Cuba where you can get in trouble relying on only one source of information, and that starts the self-doubt. Do you put your faith in what you see from deck or what your charts and instruments say? Do you take the cruising guide as gospel? Do you follow another boat thinking if they can get through, you can too? On a charter in Belize where the waters are shallow and full of coral heads, we followed the charts closely and still had moments where the bottom came up alarmingly although the plotter had us in clear water. We had more than a few moments when I sucked in my stomach as if that were going to shorten our draft. On a delivery from Guadeloupe to Grenada in the Caribbean, the plotter on the boat wasn’t properly calibrated. It took me two days to figure out just how far off it was. Finally, when we crossed from St. Lucia to the Grenadines, I plotted our course directly over the middle of the island of St. Vincent. I trusted what we saw more than the charts, and 12 hours later, we arrived safely at Bequia below St. Vincent on a perfect line. That meant that the plotter was 30 degrees off. Now I understood why this same plotter showed us in a safe spot coming into Martinique after dark although we were yards away from audible surf. The morning was a revelation when we realized how far over we had anchored. “Get your eyes out of the boat” is my go-to when I see anyone glued to the instruments, because not everything shows up on the displays even if there’s radar, which most charter boats don’t carry anyway. But some people struggle with interpreting multiple sources of information, and I once had a charterer tell me with great pride that he could sail anywhere in the world never taking his eyes off his iPad. Of course, what you see can be scary too. We were headed for O’Brien’s Cay and the “Aquarium” in the Exumas chain of the Bahamas. The guide described a narrow transit and the charts on my phone showed a deep channel about the width of our cat. We threaded the needle between a rock awash and a chunk of coral, both of which looked like they would graze our hulls. The crew was on the foredeck so focused they even forgot to take out their phones for a video. I trusted the charts and we made it through unscathed, but it sure looked iffy for a while.In the fantasy bubble of perfect charts, calibrated plotters, updated cruising guides, and good visibility, staying safe is easy. The real world has different ideas, so you need to know what to trust. Is it the plotter on the boat? The charts on your phone? The guide the base gave you? The boat in front of you? Your eyes? Your ears? The answer is all of them, but none of them completely. In the end it comes down to your experience and your gut. That human intelligence is what all the rest of the sources don’t have—which is why you’re the captain. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg" height="666" width="1200">
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNzU2NDg5Njc2Mjgz/00-lead-bahshrouddwbeachwater.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNzU2NDg5Njc2Mjgz/00-lead-bahshrouddwbeachwater.jpg"><media:title>00-lead-bahshrouddwbeachwater</media:title><media:credit><![CDATA[Photo by Zuzana Prochazka]]></media:credit><media:text>Shroud Cay in the Bahamas</media:text></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNzU2NDg5Njc2Mjgz/00-lead-bahshrouddwbeachwater.jpg"><media:title>00-lead-bahshrouddwbeachwater</media:title><media:description><![CDATA[Shroud Cay in the Bahamas is one of those places where using all of your senses to navigate will help keep you out of mischief.]]></media:description><media:credit><![CDATA[Photo by Zuzana Prochazka]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Boat Review: Beneteau Oceanis 37.1]]></title><description><![CDATA[I could feel the boat find her groove and settle in at 7.2 knots on a beam reach with the code zero flying. It was a crisp autumn day on Chesapeake Bay and we were hauling the mail with one finger on the wheel and twin rudders gripping below the waterline. This was the kind of sailing I could do ...]]></description><link>https://www.sailmagazine.com/boats/boat-review-beneteau-oceanis-37-1</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/boat-review-beneteau-oceanis-37-1</guid><category><![CDATA[boat review]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Boat Reviews]]></category><category><![CDATA[Sailboat News]]></category><dc:creator><![CDATA[Zuzana Prochazka]]></dc:creator><pubDate>Wed, 27 Mar 2024 11:54:10 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MTQwMjE5/08-oceanis-371-3814-copy.png" length="0" type="image/png"/><content:encoded><![CDATA[<figure>
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<figcaption>Under a code zero, the Oceanis 37.1 leaps through the water.Photo&colon; Beneteau</figcaption>
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I could feel the boat find her groove and settle in at 7.2 knots on a beam reach with the code zero flying. It was a crisp autumn day on Chesapeake Bay and we were hauling the mail with one finger on the wheel and twin rudders gripping below the waterline. This was the kind of sailing I could do all day.Our test boat was hull No. 3 of the Beneteau Oceanis 37.1, the newest model and the seventh in the Oceanis “.1” line. It replaces the very popular 38.1 of which 900 hulls were launched, so she has big shoes to fill. The from-scratch new hull slots perfectly into the line, which now includes models ranging from 31.1 to 51.1.
View the <a href="https://www.sailmagazine.com/boats/boat-review-beneteau-oceanis-37-1">original article</a> to see embedded media.
Designer Marc Lombard was tasked with delivering better performance and more interior volume in the last of the .1 line to be revamped. That’s a classic tradeoff, but Lombard succeeded by adding a hard chine that runs all the way forward where it terminates at the plumb bow, which also clears the waterline for tighter maneuvers. The broad forward section creates a spacious master suite below (more on that later). Meanwhile, the First Line version of the model that includes a 108% genoa and a traditional-hoist, square-top main also adds 22% to the sail area, making this one slippery boat.Built in France, the newest family member sports a fractional Seldén rig, a rigid vang, and no backstay. A composite bowsprit holds the anchor and the attach point for a code zero which, when combined with the standard self-tacking jib and in-mast furling mainsail, makes a perfect shorthanded sail configuration. All lines run aft across the deck to four Harken winches and Spinlock stoppers, and the German-style mainsheet is a bridle with no traveler. There are two keel options—5 feet 4 inches and 6 feet 11 inches. Ours was the shoal keel, but the boat still pointed up to 40 degrees apparent wind angle and held on to her speed near 7 knots in 15 knots of wind across the deck. The lack of backstays frustrated my sailing partners who were itching to play with sail shape during our test sail. But this boat’s goal is to provide spirited, easy sailing, and it accomplishes this extremely well. <figure>
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<figcaption>An aft-facing nav station with all ship’s controls is next to the dining/lounging settee.Photo&colon; Beneteau</figcaption>
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Twin wheels met me at the transom with a full binnacle to starboard and just a round handrail to port. The cockpit, which is more than 9 feet long, is well laid out and very comfortable with extra-wide bench seats and an enormous drop-leaf table that makes a great bracing point when heeling. I found some features at the helms that were less to my liking. First, the throttle is at knee level which isn’t ideal when docking but is necessary when building a boat with cable, rather than electric, steering. Also down low is the Yanmar engine screen, which made it difficult to read the rpm. On the console, we had a 7-inch Raymarine display that probably could have been moved inboard to the wider portion of the binnacle and upgraded to a larger size. Lastly, the autopilot was on the port side although there was room for it on starboard nearer the throttle, and that’s odd placement in my opinion. The genoa sheets are led aft and within reach of the wheel, but the winches here are a bit tight with the binnacle to swing a proper handle and not hit your elbow. All that said, the Sleipner bow thruster is properly placed and easy to operate, the wheel is light and responsive, there are impressively large chocks that reduce the strain at the aft cleats, and there is room enough at the drop-down transom to seat six people across without anyone feeling crowded. The helm seats swing up and out providing wide and convenient access to the water. One other notable feature in the cockpit is the use of Iroko, an alternative to teak that’s created with the Iro-Deck process of laminated layers that are stronger, more uniform in color, and have a higher rot resistance than traditional decking. Not only is this a better solution, it helps ease the depletion of teak wood around the world.<figure>
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<figcaption>The bright, voluminous salon includes a linear galley, with a dining table taken from a 40-foot model. Photo&colon; Beneteau</figcaption>
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Below, the Oceanis 37.1 is generous with space and puts her 12 feet 10 inches of beam to good use. The straight-line galley is to starboard with a two-burner cooktop, a top- and side-loading fridge, and a single stainless steel sink. The cutting board is tucked into a holder near the trash bin, which could be iffy placement given the dirt in the area, and it won’t be easy to cook or wash dishes on a starboard tack. However, this layout gives the perception of length and room inside and that’s worth a lot. A U-shaped settee is to port with an enormous table borrowed from the 40.1. Also added is an aft-facing nav desk and comprehensive command center including the VHF radio, Fusion stereo, an inverter, and Ship Control, which is Beneteau’s Scheiber-based digital switching platform. Aft are either one or two cabins. The U.S. market will likely lean toward a single cabin on port with a king-sized bed and a larger head to starboard with an enormous shower that also provides interior access to the massive storage room under the starboard cockpit settee. Headroom is 6 feet 3 inches throughout, so tall sailors rejoice.The star of the show is the master stateroom forward with a queen-sized bed, plenty of locker space, multiple overhead hatches, and standing room for changing even with the door closed. This cabin was made possible by the wide bow and hard chine. You can shoehorn a second head in here, but I can’t see the point of ruining a welcoming stateroom with that. <figure>
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<figcaption>The owner’s stateroom forward enjoys a queen berth.Photo&colon; Beneteau</figcaption>
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Our boat was clad in walnut Alpi wood, which is a nod to traditional tastes, but a lighter oak color is also available. Indirect lighting combined with hull and deck windows as well as overhead hatches make this boat bright and inviting.The 40-hp Yanmar is tucked under the four companionway steps. Access to the water pump, dipstick, and strainers is fairly good via side panels and the front of the engine compartment. With a three-bladed fixed propeller on the saildrive, we motored at 8.2 knots and 3,100 rpm at wide open throttle. That last knot will cost you at the fuel dock so it’s best to cruise at 7.3 knots and 2,400 rpm. Environmentally minded boaters have an option to spec a 12kW electric pod drive with a bank of lithium batteries and a range up to 10 miles at 5 knots. As tested with a furling main, a genoa, air conditioning, an inverter, and the standard diesel, our test boat, which heralded the U.S. premier of the design, came in at $370,000. Our day was made of the kind of spirited sailing you put to music on Instagram to make everyone jealous, and I really could have done it all day. Unfortunately, we had to hand off the boat after a couple of hours, but that was enough time to learn that the Oceanis 37.1 is a worthy successor to her predecessor, and we’ll just have to see if she cracks the record of 900 launched hulls in the years to come.<figure>
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<figcaption>Illustration&colon; Beneteau</figcaption>
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LOA/LWL 39’2” 35’6 Beam 12’10”Draft 5’4” (shoal) 6’11”Air Draft 54’6”Displacement 15,128 lbsBallast 4,342 lbs (shoal) Sail Area 646 sq ft upwind Power 40 hp Yanmar with saildriveDesigner Marc LombardBuilder Beneteau beneteau.comPrice $370,000 as tested <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MTQwMjE5/08-oceanis-371-3814-copy.png"/><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MTQwMjE5/08-oceanis-371-3814-copy.png"><media:title>08-oceanis-371-3814-copy</media:title><media:credit><![CDATA[Photo&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MTQwMjE5/08-oceanis-371-3814-copy.png"><media:title>08-oceanis-371-3814-copy</media:title><media:description><![CDATA[Under a code zero, the Oceanis 37.1 leaps through the water.]]></media:description><media:credit><![CDATA[Photo&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA4OTQzNjEx/04-oc371-int-b-0003-copy.png"><media:title>04-oc371-int-b-0003-copy</media:title><media:description><![CDATA[An aft-facing nav station with all ship’s controls is next to the dining/lounging settee.]]></media:description><media:credit><![CDATA[Photo&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MDA5MTQ3/05-oc371-int-b-0002-copy.png"><media:title>05-oc371-int-b-0002-copy</media:title><media:description><![CDATA[The bright, voluminous salon includes a linear galley, with a dining table taken from a 40-foot model. ]]></media:description><media:credit><![CDATA[Photo&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA4OTQzNjc2/03-oc371-int-b-0004-copy.png"><media:title>03-oc371-int-b-0004-copy</media:title><media:description><![CDATA[The owner’s stateroom forward enjoys a queen berth.]]></media:description><media:credit><![CDATA[Photo&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAwMDg3ODA5MDA5MjEy/02-oc37-ext-profilo.png"><media:title>02-oc37-ext-profilo</media:title><media:credit><![CDATA[Illustration&colon; Beneteau]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[DIY: Fixing a Diesel Engine]]></title><description><![CDATA[The morning our diesel engine experienced a runaway started like any other. We were headed out of Monterey Harbor on our 1979 Cheoy Lee 41, Avocet, bound for Morro Bay. We fired up the steadfast if sometimes quirky Perkins 4.108 without issue, untied from the dock and made our way out to the ocean. ...]]></description><link>https://www.sailmagazine.com/diy/diy-fixing-a-diesel-engine</link><guid isPermaLink="true">https://www.sailmagazine.com/diy/diy-fixing-a-diesel-engine</guid><category><![CDATA[Sailboat DIY And Repair Tips]]></category><category><![CDATA[Engines]]></category><category><![CDATA[cruising]]></category><category><![CDATA[know how]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Marissa Neely]]></dc:creator><pubDate>Tue, 26 Mar 2024 12:09:14 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDA3NTEw/00-lead-img_0862.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Chris puts the final touches on the engine after reinstalling the rebuilt injection pump. Photo&colon; Marissa Neely</figcaption>
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The morning our diesel engine experienced a runaway started like any other. We were headed out of Monterey Harbor on our 1979 Cheoy Lee 41, Avocet, bound for Morro Bay. We fired up the steadfast if sometimes quirky Perkins 4.108 without issue, untied from the dock and made our way out to the ocean.Just beyond the Monterey Harbor breakwater the engine revved loud and quick, a hiccup we thought was our prop getting caught on kelp—not uncommon for the area. But moments later, when we were about to raise our main, the diesel revved higher than before and kept increasing, blowing billows of white and gray smoke off our stern. I grabbed the helm and Chris dashed below, both of us simultaneously realizing the direness of the situation. I was eternally grateful for the small seas and gentle breeze, letting Chris throw open the floorboards to reveal our angry engine, assess the issue, and quickly find a resolution. In the span of 60 seconds Chris tried to stop the engine first by manually actuating the stop solenoid on the high-pressure fuel pump, commonly called the injection pump, which would starve the engine of fuel. When that failed to work, he knew the problem wasn’t associated with the fuel system—we had a runaway. The only way he could shut down the engine was to starve it of oxygen. He grabbed a screwdriver to pry the mushroom cap off the air inlet, throwing it to the side as he placed his palm over the intake. Silence. Cursing. The overwhelming feeling of uncertainty. You could cut the tension with a knife. I continued to sail the boat while Chris worked. Oil was everywhere, adding a black layer atop of our varnished surfaces and covering Chris’ arms and face like war paint. <figure>
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<figcaption>Chris pumps oil and diesel out of the engine right after the runaway, after he discovered that the fluid level in the engine was way too high.Photo&colon; Marissa Neely</figcaption>
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A runaway is just that—a diesel engine that won’t stop, creating a frightening cascade of problems and potentially severe damage, injury, fire, or worse. It’s fairly rare but highly dangerous and, depending on what causes it, extremely difficult to stop; we were lucky Chris was able to stop our engine as he did. Several factors can lead to a runaway, including oil seal failure in a turbocharged engine, overfilling the crankcase, incorrectly assembled throttle linkages or, as in our case, failure of the injection pump.The injection pump supplies the injectors with fuel in the proper sequence and at the proper pressure. When it fails, diesel can flow unregulated into the crankcase. When the fluid inside the engine reaches a point where it spills into the intake manifold, the engine will burn its own oil/diesel, creating a feedback loop that can’t be easily stopped and can lead to further mechanical failure due to overspeed, oil starvation, the engine throwing a rod, or fire—none of which are ideal. With our floorboards tossed aside and the engine fully exposed like a heart surgery patient, Chris concluded that the amount of oil inside the oil sump was much too high, resulting in the pump overfilling the crankcase. He grabbed our oil siphon and began to remove about a gallon of oil mixed with diesel from the engine, returning the level back to normal on the dipstick. He carefully inspected the block and the sump beneath the engine, verifying that he’d caught the Perkins before any major damage had been done. Once everything was relatively cleaned up, we carefully turned the engine back on, this time prepared with a rag in hand to snuff it out if she tried to run again. After a few cranks the tough Perkins rumbled back to life, coughing and sputtering until the oil inside the intake manifold was burnt out. We decided to continue our passage to Morro Bay under sail, since the forecast wind was favorable. It was a long night full of steady winds and an 8- to 12-foot following swell, pushing Avocet down the California coast at speeds she had seldom seen before and hitting a new speed-over-ground personal record of 12.9 knots. Around 7:00 a.m, we saw the Morro Bay breakwater off our bow. Hesitantly, we started the engine listening intently for any sudden changes, waiting to spring into action. Luckily all was well, and we made it into the anchorage safely, setting our hook, and settling into our new workspace. <figure>
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<figcaption>Chris adds oil to the engine in preparation for restarting it after the pump rebuild. </figcaption>
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<h3>The Diagnosis</h3>After some research, we discovered that we were not the only Perkins 4.108 owners with runaway stories. Every owner who had this happen (and documented it on the Internet) mentioned that they had a leak developing from the high-pressure fuel pump, also called the injection pump, which led to diesel entering the crankcase, unregulated, causing a runaway. Having just replaced the lift pump on our Perkins, we concluded that the only other place that diesel could make its way into the crankcase was through the injection pump. This is the heart of a diesel engine, and it’s not something that you can just fix DIY. Considering that we needed to disassemble our engine to extract the pump, we rented a slip until the repair could be made. The Perkins 4.108 is, for the most part, a very economical engine to service and maintain. Although most components are affordable, the injection pump is pretty much the most expensive piece to replace besides the block itself. New pumps are between $2,200 and $4,000, and a rebuilt pump can set you back anywhere from $600 to $1,300.Since the Perkins 4.108 is no longer in production, not many suppliers carry spare parts for the engine, instead special ordering them from the United Kingdom where Perkins is located. Luckily, there are a handful of diesel shops in the U.S. that could service the pump. Since the Perkins was originally built as a tractor engine, we found a lot of resources in California’s agricultural Central Valley. The shop we chose to work with was on the way to Chris’ hometown where we were visiting for the holidays, so we dropped off the pump and hoped for the best. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDcyNDEw/02-the-high-pressure-fuel-pump.jpg" height="800" width="1049">
<figcaption>The pump in question. Photo&colon; Marissa Neely</figcaption>
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After three weeks we finally got our pump and all four injectors back from the shop, but the experience was not hassle free. When Chris picked up the pump, he found that the throttle assembly had been flipped 180 degrees from original. And, the input shaft still had diesel leaking from it, disappointing since that was essentially the main reason why we needed the pump rebuilt. Once the shop corrected these issues, the pump showed no signs of leaks and everything was as it should be, with Chris signing off on the repair after watching a bench test that pressurized the inside of the pump with diesel to simulate it in operation. Back aboard Avocet we were eager to get the engine back up and running so we could continue cruising south. Chris dove head-first into the job, carefully attaching each piece that was removed, rightfully starting with the starter motor that we decided to replace entirely “while we were in there”—a phrase we find ourselves saying with every project. One of the benefits of having the injection pump rebuilt rather than replaced is that we didn’t need to retime the engine with the pump. Using the markings that Chris made on the block and the pump housing before removing it, he was able to reassemble the pieces, retaining the factory timing of the engine. The pump went back into place accordingly and we continued with adjusting the valve clearances on the head and reinstalling all four injectors as well as the heat exchanger, mixing elbow, and raw water pump. The last thing to do was fill the engine with fluids and hope everything worked as it should. I sat at the helm by the ignition waiting patiently for Chris’ OK to crank over the key and listen for the rumble below. Positioned above his patient, Chris was ready with tools to make necessary adjustments. After 30 long seconds of cranking and bleeding the injectors, the engine came back to life, her roar echoing across the marina in addition to our cheers. <h3>Final Thoughts</h3>There are a couple things we want to mention regarding the aftermath of a runaway diesel event. After a runaway, be wary of running an engine that contains diesel mixed with oil—not only does this cause runaways but it also breaks down the oil’s viscosity, which can be damaging to not only the bearings and pistons but also to the seals inside the engine. Also, understand that diesel can easily damage plastics or rubber materials in or near the engine. We learned this the hard way; when the runaway happened, it resulted in oil and diesel fuel high enough in the sump to reach the rear main oil seal and damage it, resulting in a substantial leak that ultimately we had to repair later during an engine rebuild.Diesel engines are not meant to be run at the rpm associated with a runaway. Because of this excessive exertion, the rings on the pistons can wear down the cylinder walls quickly without sufficient oil. If you are hopefully able to stop the engine before anything catastrophic happens, it’s a good idea to do a compression test before making a decision whether to repower or rebuild. Since we had good compression (between 430 and 500 psi) we decided that the engine would be worth rebuilding. Finally, when oil is being burned instead of diesel, oil goes into the entire engine—intake manifold, combustion chamber, exhaust manifold, mufflers, exhaust hose, etc. Since oil is very dirty when burned as fuel, there’s a good chance that your injectors will foul, and a thick layer of oil and sludge will line your entire exhaust system. Not only will this not burn off by itself, but it lines your system with oil, creating an eco nightmare. We painstakingly dismantled each piece of the exhaust system, cleaned it, and reassembled it—disposing of the cleaning materials and biohazards accordingly—before running the engine again. Not all engines are the same; they all have their own quirks just like the boats they serve. Our Perkins 4.108 is strong but not immune to her own oddities. Through our research we have concluded that two of the most frequently reported causes of a Perkins runaway are either the lift pump or the injection pump, so if you are a Perkins owner, check your systems accordingly. Probably the best to way to prevent engine problems—including a potential runaway—is to check your engine oil level before you start your engine, every time. If the level is above the normal mark, find out why. Either water or diesel may be entering the crankcase, driving the fluid level up. In either case, something’s wrong that needs to be addressed. Although runaway diesels are a statistically rare occurrence, it’s important to understand that they can happen. Fortunately, we understood what we were seeing and didn’t waste a second doing what needed to be done to save our engine, and our boat. After the runaway incident, Marissa and her husband Chris continued south to Mexico where they ended up hauling their engine and rebuilding it at anchor in Banderas Bay—not necessarily by choice, but that’s a story for another time. In June 2023 they hauled out in Puerto Penasco, where they started their season in January 2024. You can follow their journey in real time on <a href="http://svavocet.com">svavocet.com</a> or on YouTube <a href="https://www.youtube.com/@sailingavocet">Sailing Avocet</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDA3NTEw/00-lead-img_0862.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDA3NTEw/00-lead-img_0862.jpg"><media:title>00-lead-img_0862</media:title><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDA3NTEw/00-lead-img_0862.jpg"><media:title>00-lead-img_0862</media:title><media:description><![CDATA[Chris puts the final touches on the engine after reinstalling the rebuilt injection pump. ]]></media:description><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDA2ODc0/01-right-after-the-runaway.jpg"><media:title>01-right-after-the-runaway</media:title><media:description><![CDATA[Chris pumps oil and diesel out of the engine right after the runaway, after he discovered that the fluid level in the engine was way too high.]]></media:description><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MjgwOTExMzk4MjM0/03-img_0880-600x.jpg"><media:title>03-img_0880-600x</media:title><media:description><![CDATA[Chris adds oil to the engine in preparation for restarting it after the pump rebuild. ]]></media:description></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzI2MTk3Njk2NDcyNDEw/02-the-high-pressure-fuel-pump.jpg"><media:title>02-the-high-pressure-fuel-pump</media:title><media:description><![CDATA[The pump in question. ]]></media:description><media:credit><![CDATA[Photo&colon; Marissa Neely]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Cruising: Sailing Without a Destination]]></title><description><![CDATA[I woke at 5:30 on a Friday morning to the sound of rain on the deck. I was on the port pipe berth of my Moore 24, Gannet, anchored in 60 feet of water 13 miles off South Carolina’s Hilton Head Island where I live. We had anchored under a full moon in dying wind at 9:30 the previous night. My ...]]></description><link>https://www.sailmagazine.com/cruising/cruising-sailing-without-a-destination</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/cruising-sailing-without-a-destination</guid><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Destinations]]></category><dc:creator><![CDATA[Webb Chiles]]></dc:creator><pubDate>Mon, 25 Mar 2024 12:12:10 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODE5MTc4/00-lead--g0040268.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Webb takes in the beauty of the place where he feels most at home. Photo&colon; Webb Chiles</figcaption>
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I woke at 5:30 on a Friday morning to the sound of rain on the deck. I was on the port pipe berth of my Moore 24, Gannet, anchored in 60 feet of water 13 miles off South Carolina’s Hilton Head Island where I live. We had anchored under a full moon in dying wind at 9:30 the previous night. My ePropulsion electric outboard does not have a 13-mile range, and we weren’t going to make Port Royal Sound at the island’s north end unless I was willing to stay awake all night, which I wasn’t. The barometer was high, the sky clear. I judged correctly that nothing serious would happen that night and so dropped the 10-pound Spade over the bow.I slept relatively well. We rolled for a while on a low swell, then the ocean went flat, then we began rolling again the last hour or two before I fully woke. On deck, I got NOAA weather on my handheld VHF and learned there was a small craft advisory for 20- to 25-knot winds and 5-foot waves. Under sail such conditions might be an inconvenience; anchored 13 unprotected miles offshore they were serious. In pre-dawn darkness I put on my headlamp and made my way to the foredeck. I took a brush and bucket and dipped it over the side for water, then sat down and began to haul in the 150 feet of rode. This took a while, bringing in 10 feet at a time, then holding the rode with my right hand while I flaked the line into its deployment bag with my left, but finally it was done. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2MzYwNzcz/01-by-steve-earley.jpg" height="800" width="1200">
<figcaption>Portrait of solo circumnavigator Webb Chiles, by Steve Earley. Photo&colon; Steve Earley</figcaption>
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I unfurled the jib, set the tiller pilot, and we began to sail almost silently toward the buoy 2 miles away marking the outer end of the channel into Port Royal Sound.I am pelagic. I like to set out and not turn back. Since the end of my sixth circumnavigation, I have felt as though I am on a tether. Gannet sits in her slip at the marina, and I can see her masthead from inside the condo where I live with my wife, Carol, amid a landscape of live oaks and Spanish moss, palmetto palms, spartina. It is both a comfort and a torment to see her there—this small boat that is waiting, as I am.One evening during the first passage of Gannet’s circumnavigation, between San Diego and Hilo, Hawaii, I stood in the companionway as the little sloop ran west before the trades and thought, “Use yourself up old man. Use yourself up.” That was nine years and more than 30,000 sea miles ago. Yet, at 81, I feel I am not yet used up. Perhaps I deceive myself, but I think I can still do more. More importantly, I have to try.So, this voyage offshore to nowhere in particular. The plan was to put the wind on or aft of the beam and have several days of good sailing no matter our course, then turn and work our way back. That’s not what happened, but it was the plan.I had pushed Gannet from her slip at 1:00 p.m. the preceding Saturday. Headed by a light northwest wind, we powered slowly around the long curve of Skull Creek, which is part of the Intracoastal Waterway, 1.8 miles to Port Royal Sound, where I cut the outboard and we sailed under jib alone until 3:00 when I anchored.I had a quiet night, woke at first light, and had the anchor up at 8. As the anchor came off the bottom the outgoing tide turned Gannet’s bow, and I had only to unfurl the jib and engage the tiller pilot for us to be making 5 tide-assisted knots down the sound. With an increase of the wind to 18 knots on the beam, soon we were making 8 knots. Gannet only draws 4 feet, 1 inch, but shoals that can be a concern even for her extend a long way offshore from Hilton Head Island, so we sailed not far outside the buoys marking the channel for almost two hours as the wind backed and increased to 20 knots. The waves grew too as we moved away from the land and began to slam into our port quarter. Concerned that they might drown the tiller pilot, I partially furled the jib and set up the port running backstay.<figure>
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<figcaption>Gannet flies offshore.Photo&colon; Webb Chiles</figcaption>
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An hour later we passed through a line of five anchored ships waiting to enter Savannah Harbor. Still beyond them were scattered buoys, some marking fishing havens, some belonging to the Navy, and eight isolated Navy towers, some as far as 50 miles offshore, but we were clear enough that I was able to go below, move the anchor and rode bag to the bow, and rearrange other stowage for the sea miles to come. Wind and waves increased throughout what became a rough, hang-on day. More and more slammed into and over us. They were only 5 or 6 feet, but they were steep and close together—wind against Gulf Stream.We were rolling so much that I spilled water pouring it into the JetBoil to heat for freeze-dried chicken and dumplings. A gin and tonic spilled before I had my first sip. And a wave came down below to add salt to my meal and my Levis.Then at 8 p.m. the wind abruptly died, and we rolled becalmed through a miserable night. For a while the jib collapsed and filled 15 or 20 times a minute, so I furled it and let us drift. I was up many times looking for a nearby Navy tower and did not get much sleep. This was not the vision I’d had of this journey.Dawn found us drifting north at 1 knot. At 8 a.m., a light wind filled in from the north, so I unfurled the jib and raised the main and Gannet began to make 3 knots southeast.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI3MDgxMzIy/06-img_0251.jpg" height="800" width="1067">
<figcaption>Gannet’s interior is small and functional. The folding seat on the sole is what Webb calls “Central.” Photo&colon; Webb Chiles</figcaption>
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At noon I routinely record our position, day’s run, and barometric pressure. At noon that day we were 42 miles from our noon position the day before, but there was no point in considering a day’s run because we had changed course so often—southeast, south, west, north, east, and now southeast again.By midafternoon I passed the last Navy buoy and was more than 50 miles offshore and seemed to have the ocean to myself. I have written about entering the monastery of the sea. So far on this trip I hadn’t, but I did feel at last a sense of space and openness and simplicity that I never do on land. With Gannet sailing smoothly on a beam reach at 6 knots I was able to spend time on deck. Sunset found me sipping an air-temperature gin and tonic and listening to music. This was the vision I had. It lasted too briefly.We sailed well until 4 a.m., when I woke because Gannet was moving too fast for the tiller pilot to keep up, making 9 knots. Gannet can do more if I want to hand steer. I didn’t and deeply furled the jib. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODg0NzE0/03-breakfast-at-central.jpg" height="800" width="1200">
<figcaption>Breakfast is served. Photo&colon; Webb Chiles</figcaption>
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Another rough, rolly day of Gannet following 20-plus-knot veering wind across a dark blue, whitecapped ocean beneath a hazy blue sky.I spent most of the day below, reading at what I call Central, sitting on a Sport-a-Seat on the cabin sole, facing aft from the main bulkhead, rising from time to time to check and change course.That evening I found myself wondering if sailing to nowhere can be enough. If I stayed out a month would that be enough? Enough for what? I did not know. But I knew there was an 81-year-old man still wondering what he ought to do, what he wanted to do, rather than merely wait for time and chance to end him. And I knew that it was good to be out here. Just me and Gannet and the ocean. I was where I wanted to be.The next morning, Wednesday, the wind decided that I had been there long enough by continuing to veer until it was south of east. If we continued reaching, we would close the coast of Florida. I did not want to do that. Instead, I jibed, and we turned back a day early toward Port Royal Sound 160 miles away.From below, looking out the main hatch, I could see the ocean streaming past, sometimes blue, sometimes foaming white. It looked as it had hundreds of times during Gannet’s circumnavigation. But I knew it wasn’t, and somehow that mattered.We re-entered the Gulf Stream Thursday.<figure>
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<figcaption>With the tiller pilot steering, Webb trims sails from the companionway. Photo&colon; Webb Chiles</figcaption>
</figure>
Checking our GPS position in the iSailor app I found our COG was 30 to 40 degrees north of our compass heading. I set course further off the wind to compensate. I did not want to end up off Charleston and have to beat back.By noon we were no longer being set north and the wind eased. Under full main and jib we had fine sailing, making an easy 6 and 7 knots. I sat on deck and listened to music. At sunset the lights of seven anchored ships were ahead of us. As we passed between them, I considered their crews and how different their experience of the ocean is from mine.In diminishing wind Gannet gradually slowed, and at 9:30 I anchored.The NOAA forecast I’d heard on the handheld VHF after waking was bearing out as we made for the outer buoy marking the entrance channel to Port Royal Sound, sailing fast under a solid low overcast in shades of gray and black. As we paralleled the ship channel, dashing along at 8 and 9 knots, I was not certain we’d get in that day, despite being only 17 miles from the slip. The little boat is light and underpowered and easily moved by wind and tide. I wanted a hot shower and later a cold drink, but if the wind went much above 20 knots, I would not approach the marina. We would anchor in Port Royal Sound until the front passed.The channel doglegs to the northwest as it enters the sound, and the water smoothed as we made that turn. Halfway up the sound I lowered the main. Our speed only dropped to 7 knots.The ePropulsion should have a range of more than 7 miles, but I have found that sometimes it doesn’t, so we sailed until the green marker at the mouth of Skull Creek was abeam before I furled the jib and turned on the outboard. From then on, it was a debate whether I’d have the range to get in, battling wind and current and at times seeing speeds of less than a knot. I frequently leaned back to check the diminishing battery level. As we reached the apex of the curve in the creek, I could set a course directly for the marina a half mile ahead. With the outboard battery at 59% I knew we were going to make it.The rain had paused while we were powering up the creek, but a dark line of clouds over Pickney Island to the west promised it would soon resume—and it did, heavily, just as I made the turn into the dock. Once moored, I retired to what I call The Great Cabin—tongue in cheek for a space that is no more than 38 inches tall in Gannet. I sat at Central, listening to the rain patter on the deck. I made a FaceTime call to Carol. I checked the barometer and found it had fallen 13 millibars in 14 hours. That is a quick and deep fall; I was surprised the weather was not more extreme. I considered the sail. We had covered almost 500 miles. For a few moments I wondered if sailing without a destination had been a good idea, and then I realized that it was. We did not find the sailing I had hoped for, but in several years on this coast I have learned that here the wind comes from any direction and any strength, and the only constant is change. A sailor knows that whatever wind he has will not last. Still, old boats and old sailors need to be used, and for a while Gannet and I were again together in our element. That was more than enough to make the vagaries of this journey worth it. When in an hour the rain eased, I walked home. Webb Chiles has circumnavigated six times, twice in boats under 24 feet. He has been awarded the Cruising Club of America’s Blue Water Medal and the Ocean Cruising Club’s Jester Medal, and he’s published seven books and many magazine articles about his journeys. You can follow him at <a href="http://inthepresentsea.com">inthepresentsea.com</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODE5MTc4/00-lead--g0040268.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODE5MTc4/00-lead--g0040268.jpg"><media:title>00-lead--g0040268</media:title><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODE5MTc4/00-lead--g0040268.jpg"><media:title>00-lead--g0040268</media:title><media:description><![CDATA[Webb takes in the beauty of the place where he feels most at home. ]]></media:description><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2MzYwNzcz/01-by-steve-earley.jpg"><media:title>01-by-steve-earley</media:title><media:description><![CDATA[Portrait of solo circumnavigator Webb Chiles, by Steve Earley. ]]></media:description><media:credit><![CDATA[Photo&colon; Steve Earley]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2OTUwMjUw/04-img_2993.jpg"><media:title>04-img_2993</media:title><media:description><![CDATA[Gannet flies offshore.]]></media:description><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI3MDgxMzIy/06-img_0251.jpg"><media:title>06-img_0251</media:title><media:description><![CDATA[Gannet’s interior is small and functional. The folding seat on the sole is what Webb calls “Central.” ]]></media:description><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI2ODg0NzE0/03-breakfast-at-central.jpg"><media:title>03-breakfast-at-central</media:title><media:description><![CDATA[Breakfast is served. ]]></media:description><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxMzYxMDI3MDE1Nzg2/05-g0010321.jpg"><media:title>05-g0010321</media:title><media:description><![CDATA[With the tiller pilot steering, Webb trims sails from the companionway. ]]></media:description><media:credit><![CDATA[Photo&colon; Webb Chiles]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Shorthanded Sailing: The Case for Simplicity ]]></title><description><![CDATA[It was half past midnight and the wind had been building for the last few hours. We had left the west coast of Puerto Rico the previous morning, sailing off anchor and through the cut, and now were blasting towards the Turks and Caicos. It had been a slow start out of Puerto Real. The mountains of ...]]></description><link>https://www.sailmagazine.com/cruising/shorthanded-sailing-the-case-for-simplicity-</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/shorthanded-sailing-the-case-for-simplicity-</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Seamanship]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Shorthanded]]></category><category><![CDATA[Destinations]]></category><dc:creator><![CDATA[Adam Cove, SAIL Technical Editor]]></dc:creator><pubDate>Fri, 22 Mar 2024 12:14:43 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTMzNzAx/00-lead-img_9346.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Ben-Varrey powers on under the 90% jib. Note the hank-on headsail, rather than roller furling. Photo&colon; Adam Cove</figcaption>
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<iframe height="200" width="100%" src="https://playlist.megaphone.fm/?e=AIMED4382738045"
frameborder="0" scrolling="no"/></iframe>It was half past midnight and the wind had been building for the last few hours. We had left the west coast of Puerto Rico the previous morning, sailing off anchor and through the cut, and now were blasting towards the Turks and Caicos. It had been a slow start out of Puerto Real. The mountains of Puerto Rico reach 4,390 feet, and we felt the wind shadow even 20 nautical miles out. Fully exposed now to the trade winds, we were also experiencing the forecast system that carried a stronger breeze and bands of heavy rain. The coast of the Dominican Republic lay 15 nautical miles to port, but there was no chance of seeing any light from the island in this weather. It was just my father and me on board Ben-Varrey, my 1969 Luders 33. He had joined me in Saint Thomas after I singlehanded from Sint Maarten. We would be tackling about 1,000 nautical miles, sailing up through the Exumas, an amazing opportunity to spend time together.Despite the weather conditions, we were enjoying what was to be a three-day passage. Ben-Varrey was sailing fast–touching up to 14 knots of speed over ground as we surfed down the long-period waves and holding at least 8 knots otherwise. Not bad for a 53-year-old boat, even if we did have some current to thank. Jack, the windvane autopilot, held a steady course, with plenty of apparent wind from nearly dead astern. The motion was soft, with little roll, and just a subtle heave as we worked our way through each wave. We were able to duck out of the rain most of the time, just keeping an eye to the horizon, as the boat sailed herself northwest. <figure>
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<figcaption>The windvane handles the steering. A reliable autopilot is an invaluable additional crew when shorthanded. Photo&colon; Adam Cove</figcaption>
</figure>
None of this control or comfort was an accident. Before the breeze built, we had already swapped headsails from a 130% genoa to the 90% jib—a more suitable headsail for the 28-35 knots of breeze we expected on a downwind course. We also tucked a reef into the main, followed shortly by a second. While this removed some power that we wouldn’t need, it also balanced out the boat nicely for the autopilot. We were set wing-on-wing, with a preventer locking the boom in place. Managing sails is at the core of shorthanded sailing, especially offshore, and headsail changes happen regularly on Ben-Varrey. Each boat is different, of course, requiring different strategies, and on Ben-Varrey we’ve made some choices some might consider old school, but I find them to be fundamental to safe, comfortable shorthanded sailing. Forward of the mast, we choose between a storm jib, staysail, 90% jib, 130% genoa, drifter, and an asymmetrical spinnaker. Most significantly, the headstay and inner forestay are set up for hank-on sails. This simplicity ensures sails always come down when they should and are contained on deck when they do. A majority of sailors probably rely on furlers, and this gear surely has vastly improved on the reliability front. But they often leave me in a conundrum of whether I attempt a messy headsail change, since the luff is free to blow overboard as soon as it comes out of the track, or deal with the awful shape of a partially furled sail. A cutter rig gets a step closer to ease of handling but still can’t carry a full range of headsails on only two furlers. Also, the extra windage of a furled sail hurts air flow over the working sail and the drag is far from ideal in a real blow. A lack of diligence can lead to a furling line chafing through or getting jammed, which then requires fast problem solving to avoid another layer of problems, especially if maneuvering in close quarters or if exposed to heavy weather. Every approach carries compromise. Hank-on sails are intermittently more work, but if the sail sizes are manageable, I would always opt for hanks. Regardless of your choice, changing sails shorthanded is a reality with every setup at some point in time, and the ability to do it efficiently and safely is worth practicing. The real challenges with headsails are making sure nothing washes overboard, and folding up the old sail. Tackling a headsail change with two people is nice, but that isn’t an option when singlehanding, and when doublehanding I prefer to let the off-watch rest. So, here is my approach to confronting it alone. I always keep sails secured to the boat by at least one corner (typically the tack) so they can’t be entirely blown or washed overboard. In anything but very calm weather, I leave the new sail in the cockpit—any time perceived lost in going bareheaded longer is recovered by not juggling two sails on the foredeck. Getting the old sail down to near or below the level of the lifelines will keep it contained, and not letting the new one above that height until hoisting will help prevent it from setting early. Extra sail ties are a great help on the foredeck to contribute to this mission. <figure>
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<figcaption>Adam and his dad, Paul, sailed doublehanded the 1,000 or so miles from Saint Thomas up through the Exumas chain in the Bahamas.Photo&colon; Adam Cove</figcaption>
</figure>
Once you’ve dropped your old sail, the challenge is folding. There never seems to be enough room to fold sails easily, but folding keeps the boat organized and makes future sail changes easier. Shorthanded sail changes will result in less than perfect folds, but practice and good technique will go a long way in keeping them reasonable. (In bad weather, it’s not worth trying to fold sails on deck. Stuff them down the hatch and deal with it when conditions improve.) To fold, I first ensure there are no twists in the sail, and then begin flaking one end and then the other, typically putting in two flakes before moving back to the other side. This takes time and occasional adjustments in the middle of the sail. I keep a close eye on footing while moving back and forth, as the sail is slippery. If the wind is causing any issues, I set a few weights as needed (think coiled halyard tails or anything nearby that has some mass and is still secured to the boat). Once the sail is flaked, it’s business as usual with getting it bricked, secured, and bagged. This takes some practice and always plenty of patience. When it comes to the main, shaking out an unnecessary reef in more docile weather is exponentially easier than trying to tuck one in as the wind surpasses expectations. With just one or two of us, we don’t have the weight to hold the boat down and there aren’t many hands to do it quickly. So, in addition to having a system in place for swapping headsails, reefing the mainsail needs to be a clean operation.I believe in simplicity here too. On Ben-Varrey we use slab reefing with all controls at the mast base. To reef, I ease the mainsheet and vang. Then I lower the halyard to below the desired reef point while the topping lift takes the load of the boom. The reefing line is tensioned and cleated, followed by securing the reefing pennant through the new tack point. Halyard tension goes back on, and then the sheet (and vang) can be trimmed. Our main has a hollow leach and no battens, which allows reefing at any point of sail possible. When heading well off the wind, sheeting in the boom part way makes reefing (and shaking one out) easier and reduces wear on the sail. All of this can be accomplished alone, with the autopilot acting as a second crew. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIyMDUxNzEwNzg4NzE0/01-img_8147.jpg" height="800" width="1067">
<figcaption>Sailing wing-on-wing westward to Turks and Caicos, Adam and his dad enjoyed a beautiful sunset as the weather cleared out.Photo&colon; Adam Cove</figcaption>
</figure>
I’ve seen in-mast furling jam too many times to consider using it. Alternatively, in-boom furling has come a long way in the last decade, and while there are a few well-built systems, the added complexity doesn’t appeal to me as a shorthanded sailor. I don’t mind a little extra work each time if it means I avoid something that could put the boat at risk and can’t easily be repaired at sea. Shorthanded sailing requires thinking ahead—at least one step, and better three or four. Without a full crew on deck, everything happens at a different cadence, one that is eased to a rate that matches the rhythm of the ocean. “Slow is smooth and smooth is fast” is a mantra once shared with me by a USCG rescue pilot. It applies just as much to our shorthanded work as it does theirs. Controlled and intentional sequences keep everyone safely aboard and avoid twisted sheets, broken hardware, and torn sails. Even if I’ve performed a maneuver thousands of times, I’ll visualize the moves before I take any action.Technology is not the requirement for safe shorthanded sailing. It is the right mindset, the layout of lines and hardware, location of handholds, and systems in place to properly contain and move sails when they are not set. The best way to set up a boat for shorthanded sailing is to go sailing. It’s not even necessary to perform maneuvers like spinnaker sets immediately, just go through the motions. The problems will become evident rather quickly, and then it’s just a matter of making changes and practicing.Puerto Rico was now well behind us as we approached the shallow waters south of Providenciales, the most populated island of the Turks and Caicos. The wind had returned to the steady trades. With coral heads and sand bars to dodge, we hove-to in the deeper water, waiting for sun to rise and reach a height that would let us visually navigate the bank. Our patience was rewarded by an early morning visit from a curious customs boat that suspected we were up to other business. They opened the side door of their aluminum high-powered vessel to communicate, only to be greeted by a wall of flying water from an excited ocean. With this, and no-follow up by radio, they retreated to shore and we were left in peace again to rest and plan for the last dozen miles of our passage. SAIL Technical Editor Adam Cove is a marine consultant, naval architect, and former CEO of Edson Marine. He repowered his 1969 Luders 33, Ben-Varrey, with electric propulsion and sails the U.S. East Coast and offshore to points south and east. Follow his travels at <a href="http://covesailing.com">covesailing.com</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTMzNzAx/00-lead-img_9346.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTMzNzAx/00-lead-img_9346.jpg"><media:title>00-lead-img_9346</media:title><media:credit><![CDATA[Photo&colon; Adam Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTMzNzAx/00-lead-img_9346.jpg"><media:title>00-lead-img_9346</media:title><media:description><![CDATA[Ben-Varrey powers on under the 90% jib. Note the hank-on headsail, rather than roller furling. ]]></media:description><media:credit><![CDATA[Photo&colon; Adam Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTk4ODkw/03-img_9816.jpg"><media:title>03-img_9816</media:title><media:description><![CDATA[The windvane handles the steering. A reliable autopilot is an invaluable additional crew when shorthanded. ]]></media:description><media:credit><![CDATA[Photo&colon; Adam Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIxOTAxMzg2OTMzMzU0/02-img-.jpg"><media:title>02-img-</media:title><media:description><![CDATA[Adam and his dad, Paul, sailed doublehanded the 1,000 or so miles from Saint Thomas up through the Exumas chain in the Bahamas.]]></media:description><media:credit><![CDATA[Photo&colon; Adam Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzIyMDUxNzEwNzg4NzE0/01-img_8147.jpg"><media:title>01-img_8147</media:title><media:description><![CDATA[Sailing wing-on-wing westward to Turks and Caicos, Adam and his dad enjoyed a beautiful sunset as the weather cleared out.]]></media:description><media:credit><![CDATA[Photo&colon; Adam Cove]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Tom Cunliffe's Cruising Tips]]></title><description><![CDATA[Nighttime dinghy theft is a major issue in the Caribbean. Even in parts of the United States it is growing in popularity as outboard values surge and mini-RIBs are ever-more tempting to the marauding pirates. Davits are one solution, but for those of us who don’t have them, an attractive answer is ...]]></description><link>https://www.sailmagazine.com/cruising/tom-cunliffes-cruising-tips</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/tom-cunliffes-cruising-tips</guid><category><![CDATA[cruising]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[tips]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Cruising Tips]]></category><dc:creator><![CDATA[Tom Cunliffe]]></dc:creator><pubDate>Thu, 21 Mar 2024 11:49:45 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAyMDY0MDMwNzcwNjgz/dink-2048x.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<h3>A Clean Bottom and No Burglars</h3><figure>
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<figcaption>Hoisting the dinghy on the hip overnight pays off.Photo&colon; Tom Cunliffe</figcaption>
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Nighttime dinghy theft is a major issue in the Caribbean. Even in parts of the United States it is growing in popularity as outboard values surge and mini-RIBs are ever-more tempting to the marauding pirates. Davits are one solution, but for those of us who don’t have them, an attractive answer is to hoist the small boat to deck level in the evening. It will have a hoisting strop anyway for bringing it aboard to go to sea, so hook this to the main halyard, wind it up to the guardrails, and make up the bow and stern painters to stop it bouncing around in any kind of wash or swell. A minute is all it takes to sleep easy. There’s also the added value of a bottom and prop that stay clean all year round. <h3>Save LPG Bottles</h3><figure>
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<figcaption> Knowing how much water you’ll need in advance saves on both fuel and water. Photo&colon; Tom Cunliffe</figcaption>
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If you like to cook on board, the undersized apologies for LPG bottles supplied as standard with many modern yachts don’t get you very far. Even if you don’t serve up four-course dinners every night, the one thing we all do is make coffee or tea. Years ago, I realized that if I counted the number of strokes on my galley foot pump for a mugful, then tipped the right amount into the kettle, I’d use enough gas to boil it and no more, leaving no excess water to sit there going cold while I sipped from the cup. A pressurized system doesn’t easily measure, so it wastes water and LPG. A foot or a hand pump is simple to install. I keep a Whale charcoal in-line filter on mine (cheap from RV outfits) and use it only for drinking water. No matter where I have filled my tanks, I don’t waste LPG, and I always get a decent mug of tea. <h3>Save Fuel, Set a Tablecloth</h3><figure>
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<figcaption>Photo&colon; Tom Cunliffe</figcaption>
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I was tickled last winter in the Caribbean to see this excellent bumboat sailor cracking past in fine style under a sail he probably picked up from the skip. Going upwind he’d have to row, of course, but on a broad reach he was traveling in style. I once sailed my tender 2 miles back from the pub powered only by a large black oilskin coat set from one of my oars while my daughter steered over the stern with the other. Starting the dinghy’s engine has become a knee-jerk reaction, but often it’s not necessary. Sailing is fun, and rigging some lash-up or other to blow you along teaches the kids a lot more than sending them off to annoy the neighbors with the outboard. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAyMDY0MDMwNzcwNjgz/dink-2048x.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAyMDY0MDMwNzcwNjgz/dink-2048x.jpg"><media:title>dink-2048x</media:title><media:credit><![CDATA[Photo&colon; Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAyMDY0MDMwNzcwNjgz/dink-2048x.jpg"><media:title>dink-2048x</media:title><media:description><![CDATA[Hoisting the dinghy on the hip overnight pays off.]]></media:description><media:credit><![CDATA[Photo&colon; Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDAxOTU2MTE5NzE3NDM2/decent-cup.jpg"><media:title>decent-cup</media:title><media:description><![CDATA[ Knowing how much water you’ll need in advance saves on both fuel and water. ]]></media:description><media:credit><![CDATA[Photo&colon; Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTA1NDYzNDA5MjU2MTg4/sailing.jpg"><media:title>sailing</media:title><media:credit><![CDATA[Photo&colon; Tom Cunliffe]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[Racing Gipsy Moth II With Francis Chichester]]></title><description><![CDATA[Editor’s Note: In 1956, Alan Nicol—nicknamed “Stormy” for the weather he seemed to attract—was Francis Chichester’s main crew on Gipsy Moth II, sailing with Chichester in the decade before he completed his famous circumnavigation in Gipsy Moth IV in 1966 (and became Sir Francis). At 24 feet LWL and ...]]></description><link>https://www.sailmagazine.com/racing/racing-gipsy-moth-ii-with-francis-chichester</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/racing-gipsy-moth-ii-with-francis-chichester</guid><category><![CDATA[Profiles]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sail Racing]]></category><category><![CDATA[Classic Boats]]></category><dc:creator><![CDATA[Alan Nicol, CBE]]></dc:creator><pubDate>Wed, 20 Mar 2024 14:00:38 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0Njgz/01-20231211nichol_chichester08.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[Editor’s Note: In 1956, Alan Nicol—nicknamed “Stormy” for the weather he seemed to attract—was Francis Chichester’s main crew on Gipsy Moth II, sailing with Chichester in the decade before he completed his famous circumnavigation in Gipsy Moth IV in 1966 (and became Sir Francis). At 24 feet LWL and carrying 540 square feet of sail, Gipsy Moth II was “an extravagance that gave [Chichester] great pleasure,” according to Anita Leslie’s Chichester biography. He converted her from a sloop to cutter and revamped the interior to accommodate a racing crew of five. “Francis liked to experiment, and he thought the best way to learn about ocean racing was simply to enter his boat and have a try,” Leslie wrote. During 1956, his second season with Gipsy Moth II, he entered the Cowes to San Sebastian Race. Nicol took photos and kept a notebook, which his son, James Nicol, and grandson, David, transcribed. “That race was somewhat famous, as Gipsy Moth fouled another boat before the start, and the photo ended up on the front page of the London Times, as Chichester was already a household name at the time (in the UK),” James says. Disqualified, the crew nevertheless continued sailing so they could participate in the San Sebastian to Belle Ile Race; following is Stormy Nicols’ account of the adventure.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0NzQ4/00-lead-gipsymothbekenimage.jpg" height="800" width="912">
<figcaption>A reefed down Gipsy Moth II romps at the blustery start of the 1956 San Sebastian to Belle Ile Race.  Photo&colon; Beken of Cowes</figcaption>
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<h4>August 13, Monday, 2015</h4>As far as we are concerned, the race was over as we crossed the line. The start had been postponed from noon to 1800 hours due to a gale, which was still blowing about 6-7 at times. All three classes, about 15 boats, started together and in the strong wind and quite large seas, we were unable to avoid Jolliette who rammed us on the starboard quarter. As we were on port tack, we had to retire. We lowered the main, which was in danger of being torn as J had pulled our boom back, to put back to Cowes to inspect the damage. Very disappointed at being out of the race. Heartbreaking to see the others beating off toward the Needles. The damage was only superficial–the handrailing had carried away on the starboard side bringing half the pulpit with it and a piece of the deck aft. This was put right, and after a meal we followed on at 2030. By this time, we had missed the tide, and although there was a good breeze blowing, the first four hours was wasted as regards distance. We passed the Needles about 0400 in a very nasty chop which sent Mike’s supper over the side and made him ill for most of the day. My effort at porridge-making produced contented grunts from the skipper but sent me to the side for the first time ever. We made good progress across the channel either under yankee, staysail, and main, or reefed main and yankee. Alderney sighted about 1800. Later on, a shipping forecast gave a gale warning so we handed the terylane main and set the storm main and staysail. We came through the outer passage on the tide. The wind really came at about 0400 on Monday morning and soon we were doing 6-7 knots under a well-reefed main and staysail. We handed the staysail, set the 30-square-foot storm jib, and rolled the main down to the bottom cross trees. This made it bag a lot, despite rolling in a sail bag and green wrap, so we could only lay something the north of west. The 4-8 and our 8-12 watches were miserable—wet seeping in below, rolling nastily, and taking the odd one in the cockpit to wet the watch-keepers. Spirits pretty low as the weather forecast at 0740 announced an “unusually deep depression” (my second in three weeks) and gales in all areas. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0Njgz/01-20231211nichol_chichester08.jpg" height="800" width="1113">
<figcaption>Francis Chichester takes the helm of Gipsy Moth II during the race. It was his second season racing the boat. Photo&colon; Alan Nicol</figcaption>
</figure>
At mid-morning, Francis and I decided to make for Plymouth or Brixham some 30 miles away to shelter, as he was pretty unwell. We were all wet and miserable and we weren’t racing anyway. We eased sheets and laid a course for Brixham. However, just before 12 the wind eased, and I got the larger staysail set. The wind died away and the line across the way came fast to reward us followed by blue skies. Francis and I simultaneously said we’d make for San Sebastian again, so all plain sail was set, and we went back on course for Ushant. Start Point was then just in sight. The afternoon’s sail was very pleasant. The ship was aired a bit and Neville scrambled eggs on toast. This was our first food since the night before when, luckily, we’d had a good supper. Cooking is very unpleasant in any sort of sea, and the unfortunate cook can usually reckon to be unable to keep his down. It is evening now, and we are assured 3-5 winds W or NW for the next 24 hours. Gipsy Moth is making about 5 knots with her terylene main back on again. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTgwMjg0/02-20231211nichol_chichester04.jpg" height="800" width="1067">
<figcaption>Alan “Stormy” Nicol takes a turn at the helm. Photo courtesy of Alan Nicol</figcaption>
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<h4>August 14, Tuesday, 0900</h4>Been a very cold night. Our watch from 8-12 and 4-8 we had a half moon out for the first watch and then brilliant starlight, but it was as much as we could do to keep warm. We are moving at about 4½ knots with moderate sea coming in from the Atlantic. They forgot to give our weather forecast for the sea areas last night. Several times we have sent mythical letters to the Times about the weather. On Sunday evening when we were warned of gales it was perfect sailing weather. Then we wrote to congratulate them as the predictions went—when we were in the thick of it. After giving gale warnings in all sea areas the announcer finished by saying, “Not very pleasant, gentlemen, I’m afraid. Good sailing and good luck.”The sea is now up and it looks as though it may be a wet day. 1830: We have now been practically becalmed for six hours. We are 8-10 miles NW of the Ayr Man buoy and the tide is against us till 2000 hours. Soon after 10 this morning the other watch got the spinnaker up and by now we were opposite Ushant, which we could just see on the horizon. This afternoon has been in part one of great activity. Firstly, trying to get the spinnaker to work—this was eventually abandoned as it was in danger of getting wrapped about something or chafing, and the large genoa was set. Secondly, in getting things on deck to dry, and thirdly in dips over the stern and sunning and airing ourselves. A sail is in sight dead ahead, but too far off for recognition. Wonder if she is a competitor. If we don’t get a move on soon we won’t have any time in San Sebastian at all before starting back for Belle Ile. Francis cooked a very good breakfast this morning—porridge, fried eggs and bacon, toast and marmalade. Two parts seawater to three of fresh is, however, too salty for porridge. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMzExMjkx/10-20231211nichol_chichester06.jpg" height="762" width="1200">
<figcaption>What race would be complete without a trip up the rig? Airing out the linens during the calm, (right).Photos courtesy of James Nicol</figcaption>
</figure>
<h4>August 15, Wednesday, 1130</h4>Still becalmed. This is exasperating. Yesterday when I said we were becalmed we were doing about 2 knots. Now we are doing very well if we do 1 knot. Last night in our watch 12-4, we did half a mile in the log despite a continual effort of trimming the sails (main and ghoster) to catch any little puff. The only puffs that came were caused by us rolling at the top of the swell. Actually there is very little swell running and the sea is glassy smooth. The language on board is beginning to suffer! We’ve come to the conclusion that one’s language gets better as the wind increases up to about Force 5-6 and then gets worse again. Last night during the gales, it was chronic by some members of the crew. The yacht we saw ahead is now only about a mile away. We are forced to the conclusion that she is sailing this way! Which shows how fast we must be going. We’ve tried all tricks to keep her going. Neville has a theory that if everyone gets on the leeward side and keeps very still, she goes faster. My theory is that judicious sail trimming is the answer. The only real answer is wind, of which there is a capricious lack. We are still about off the Ayr Man buoy and about 16 miles out at sea. Never thought the Bay of Biscay would be like this. When we turned for San Sebastian off Start Point, Spain didn’t seem very far away. But now it might as well be in New Zealand. Three hundred miles will take years to do at this rate. This is exasperating.Meanwhile, shipboard life continues. Had a good meal last night before turning in, and Francis’ breakfast this morning was a masterpiece. There has been a mysterious loss of all the forks bar one and the two cooking knives. Can’t believe they are overboard, but there is no sign of them on board. We revert more and more to the way of savages. There was a big wash-down of the cabin this morning. Got dirty from the stove.It is amazing how used we are to taking sleep in not larger periods than four hours. The watch off quite often doesn’t sleep during the daytime, whereas at the start every off moment was spent in the bunks. Maybe it’s the sun—it is again a very nice day for anything but sailing. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTgwMjE5/03-20231211nichol_chichester03.jpg" height="800" width="1067">
<figcaption>Wrestling with the spinnaker up forward. Photo courtesy of Alan Nicol</figcaption>
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<h4>August 16, Thursday, 0600</h4>The yacht we thought was coming towards yesterday evening was eventually identified as Gauntlet, a competitor who was in fact going our way. We watched her row over in her dinghy to a fisherman who had stopped nearby. When we caught up with her during the afternoon we asked if she had any spare fish, as the trawler had buzzed off after serving her. We managed to get close enough for them to pass across two lovely hake, although we dropped our bucket in the process and had to gybe to pick it up. Good man overboard drill. We tried setting the spinnaker soon after but it was no good. The air was too light to lift the weight of the sail, which only presented the same area as the genoa. The wind was just in the beam. It was another good drying day, but we only did 35 miles all day. Mike cooked a good lunch and Neville served up the baked hake—very well done this evening. Realized we had over a pound each.Had a bit of breeze tonight although the maximum speed reached was just now when we clocked 4 knots on the log. We changed back to the genoa after about three-quarters of an hour of the spinnaker yesterday, but by that time Gauntlet was about a mile ahead and to windward. During Neville and Martin’s watch, they drew up to them again and had another conversation. They couldn’t pass to leeward and then worked up to windward and now we are racing neck and neck about a quarter mile apart. 1530: The wind has at last arrived. The weather buoys have been forecasting Force 5 winds but it has taken two days to arrive. However we are now making over 7 knots under yankee, staysail, and main. It is great to be sailing again, we only have 230 miles to go. All morning we were within spitting distance of Gauntlet. Sometimes she was ahead, sometimes behind us. Then about 12, they came shouting by us with rude comments about being aground (or something). This was the first of the breeze. After a bit, we tried various combinations of sail to try to catch up and eventually tried plain sail, under which she seems to do so well. Gauntlet has gone away to windward and is hull down but abaft our beam. There has been great rivalry between our watches over who can make the most distance during a watch or who can catch or maintain a lead on Gauntlet. Helps to keep the racing spirit going. <section>
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<figcaption>Finally moving again and having a laugh. Photo&colon; James Nicol</figcaption>
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</section><h4>August 17, Friday, 1045</h4>Just in the midst of a most energetic sail changing programme. Just made seven sail changes in an hour. We’ve now got the spinnaker set close-hauled but we cannot better 6½ knots on the log. We are beginning to become dominated by the wretched thing. All night long we romped along trying to get the best possible speed. Gipsy Moth seemed to go fastest fairly close-hauled, so our tactics were to go south as fast as possible, then turn south toward San Sebastian and hoist the spinnaker to a rising (forecast) wind. We cracked along during the night—one of magnificent beauty. It was fairly warm tonight, bright moonlight and starlight. We averaged 24 miles per watch. It was wonderful sailing. Gauntlet sailed straight for San Sebastian and is now out of sight to leeward so we don’t know whether our theory has paid off. The wind has dropped moderately light and it is exasperating, as if we averaged 6 knots we can be in by 0600 hours tomorrow, then for a night in San Sebastian! And off to Belle Ile. We have passed our farthest point from the shore. We reckon we were over 100 miles from the French coast in the Gironde (Bordeaux). The continental shelf goes way inshore here and there are 2,000 fathoms of water below. The water is very indigo bluey. 1845: We are practically becalmed again. Have been since about midday. This is really extraordinarily frustrating weather. We are only 85 miles away and seem practically there but at this rate it will be a long time to get in. To cheer us up we have just had a gale warning for this area. That will be the last straw if we can’t get in because of the gale. Food looks like becoming scarce. Mike has done much of the cooking and he has produced good meals. We have eaten very well, but stocks are getting a bit low. So is the water—we have to get in soon. About 1000 this morning we sighted Gauntlet away to leeward and abeam of us. We were on a converging course and when we met she was just astern of us. So our tactics last night did work. She is quite a bit bigger than us although Class 3 and should have walked away from us in that breeze. We spent quite a long time side by side this afternoon chatting, and then she got a puff and is now about half a mile ahead. The wind is light but from the south, which means we couldn’t point better than east, so we’ve gone about to get as much lee as possible if this is a southwesterly gale coming.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMzExMzU2/06-unknown-1.jpg" height="800" width="1067">
<figcaption>The fleet assembled at San Sebastian after the race. Photo courtesy of Alan Nicol</figcaption>
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<h4>August 18, Saturday, 1530</h4>Only about 10-15 miles to go. We’ve got a wee breeze at last and Gipsy Moth is doing 6-7 knots under spinnaker. Mountainous coast is only sometimes visible as we’re in a rain squall. Makes the navigation a bit difficult. Still, at lunchtime the sun although nearly clouded over was very warm and we were listening to Spanish music on the radio. We felt we’d arrived. Last night was a different story. Having prepared ourselves for the southwest-northwest gales, the southeasterly breeze persisted despite the fact that the clouds fairly high up were moving across the moon from the southwest. We felt any minute the wind would go round. However, during the starboard watch’s 12-4 spell it fell absolutely flat calm and I did a very dull spell on my own from 4-5:30 with the sails dropped. There was absolutely no wind. What a gale! Then a good breeze sprang up from the southwest and we were off again under spinny. This fell light again before midday so we changed back to ghoster poled out. We had our penultimately possible meal at lunchtime. We’ve just got enough for a bit of a supper and then it’s odds and ends. Gauntlet, who’ve stayed on the eastern board last night when the wind went round to southeast, is about 2 miles on our port quarter, so once again our tactics paid off. The coast is very mountainous and it is a bit hard to tell one mountain from another, so we are closing to try and identify somewhere and then we’ll work eastwards to San Sebastian. Will have to shave soon. Got rather fond of my whiskers. Later: When the next watch came on, the whiskers came off. It began to rain quite hard when the next watch took over and the wind got up. We put the spinnaker back up. The wind was dead aft and they had an exciting sail in on Gauntlet, who was closing on us. Visibility decreased for a time, down to about a mile, and we lost sight of the shore. However, the place we were aiming at turned out to be right. We gybed round the mark just outside the bay and crossed it at 1800 hours. Exactly seven days racing. Gauntlet finished 12 minutes after us, and Galloper won the whole thing. We carried the spinnaker right into the bay, handed all the sails, and motored into the inner harbor. Postscript: After a brief stay in San Sebastian, Gipsy Moth II was off again in the San Sebastian to Belle Ile Race, in which she finished fourth in the Open Division. Alan Nicol, a lifelong sailor who competed in five Fastnet Races and, after moving to Savannah, Georgia, was instrumental in helping the 1996 British Olympic Sailing Team with logistics before the Atlanta games, died in 2013 at age 84. “In his twilight years as an octogenarian, he was still winning races with his friends at The Landings Sailing Club,” his obituary noted.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0Njgz/01-20231211nichol_chichester08.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0Njgz/01-20231211nichol_chichester08.jpg"><media:title>01-20231211nichol_chichester08</media:title><media:credit><![CDATA[Photo&colon; Alan Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0NzQ4/00-lead-gipsymothbekenimage.jpg"><media:title>00-lead-gipsymothbekenimage</media:title><media:description><![CDATA[A reefed down Gipsy Moth II romps at the blustery start of the 1956 San Sebastian to Belle Ile Race.  ]]></media:description><media:credit><![CDATA[Photo&colon; Beken of Cowes]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTE0Njgz/01-20231211nichol_chichester08.jpg"><media:title>01-20231211nichol_chichester08</media:title><media:description><![CDATA[Francis Chichester takes the helm of Gipsy Moth II during the race. It was his second season racing the boat. ]]></media:description><media:credit><![CDATA[Photo&colon; Alan Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTgwMjg0/02-20231211nichol_chichester04.jpg"><media:title>02-20231211nichol_chichester04</media:title><media:description><![CDATA[Alan “Stormy” Nicol takes a turn at the helm. ]]></media:description><media:credit><![CDATA[Photo courtesy of Alan Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMzExMjkx/10-20231211nichol_chichester06.jpg"><media:title>10-20231211nichol_chichester06</media:title><media:description><![CDATA[What race would be complete without a trip up the rig? Airing out the linens during the calm, (right).]]></media:description><media:credit><![CDATA[Photos courtesy of James Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMTgwMjE5/03-20231211nichol_chichester03.jpg"><media:title>03-20231211nichol_chichester03</media:title><media:description><![CDATA[Wrestling with the spinnaker up forward. ]]></media:description><media:credit><![CDATA[Photo courtesy of Alan Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MDQwMzgzMTkyMzExMzU2/06-unknown-1.jpg"><media:title>06-unknown-1</media:title><media:description><![CDATA[The fleet assembled at San Sebastian after the race. ]]></media:description><media:credit><![CDATA[Photo courtesy of Alan Nicol]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MTU0MjQ2NzIxNTQ1NTY1/00-subscribetosail-07.jpg"><media:title>00-subscribetosail-07</media:title></media:content></item><item><title><![CDATA[Cruising Destination: Maupiha’a Island]]></title><description><![CDATA[When they think about the Society Islands, most sailors likely conjure the most famous of this French Polynesian group—Tahiti, Bora Bora, perhaps Moorea—the stuff that cruising dreams are made of. But from the moment we shimmied our 50-foot steel cutter, Atea, through the narrow, challenging entry ...]]></description><link>https://www.sailmagazine.com/cruising/cruising-destination-maupihaa-island</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/cruising-destination-maupihaa-island</guid><category><![CDATA[Destinations]]></category><category><![CDATA[Destinations]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[cruising]]></category><dc:creator><![CDATA[Kia Koropp]]></dc:creator><pubDate>Tue, 19 Mar 2024 11:09:17 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzMDgy/00-lead-image-2a.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Atea at anchor off one of the smaller islets of Maupiha’a.Photo by Kia Koropp</figcaption>
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When they think about the Society Islands, most sailors likely conjure the most famous of this French Polynesian group—Tahiti, Bora Bora, perhaps Moorea—the stuff that cruising dreams are made of. But from the moment we shimmied our 50-foot steel cutter, Atea, through the narrow, challenging entry of Maupiha’a, we knew we had found something special. Supremely isolated, with only handful of residents and not even a regular supply ship, this fragment of land, just 1.5 square miles in size, reminds me of the last gift of the holidays, the smallest, least adorned package that goes unnoticed amid the bigger, shinier offerings. After spending time in French Polynesia’s larger, better-known islands, few have time remaining on their visa or in the season to tuck into Maupiha’a on their way west. Located on the western edge of the archipelago’s Leeward Islands, Maupiha’a, also known as Mopelia, is 100 miles from its nearest populated neighbor. Models of self-sufficiency, its residents raise pigs and chickens, collect tern and booby eggs, and hunt for fish, shellfish, and turtle. They maintain their own small gardens and collect drinking water by catchment or cracked from a coconut. What isn’t grown, raised, or hunted is brought in by a seasonal convoy of willing international cruisers who come laden with flour, rice, sugar, fruit, and a myriad of other staples during the dry season. When the flow of cruisers ends, life returns to self-sustaining isolation until the Pacific fleet resumes the following year.<figure>
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<figcaption>Pierre prepares a fresh-caught fish for lunch.Photo by Kia Koropp</figcaption>
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My family and I were among these cruisers in 2022, lucky enough to spend nearly three weeks here on our way from Maupiti to Tonga. Lucky to get in as well. Maupiha’a is comprised of a circular lagoon surrounded by one main islet, several smaller motus, and a continuous outer reef. All the water that floods into the lagoon at high tide must exit through the single passage on the western side of the atoll. This fast out-flowing water can cause currents up to 9 knots, so timing entry is essential. The best time to enter is at high water with the engine at full speed. The current will still be against you at about 4 knots, but you can at least make slow progress. Once committed, there is no turning around inside the 60-foot-wide pass. We got through uneventfully and sailed across the 4-mile-wide lagoon to the southern side of Motu Maupiha’a—an eastern islet—dropping our anchor through crystal clear water into fine white sand, as picturesque as any holiday postcard. We wandered ashore to take a stroll on the palm-fringed beach and soon ran into one of the island’s locals. Pierre was warm and gregarious, inviting us to make ourselves at home. I offered a pair of flip-flops to replace his broken one, but he insisted on scavenging a lone replacement from the windward side of the outer reef where the supply was plentiful. We passed him again the next day, and he waved us over and offered us fresh fish for our meal that night. I accepted on the agreement that he join us, and that first meal set the foundation for communal living for the rest of our time together.While Maupiha’a had a short period in pearl farming, it has primarily been used over the past century as a copra plantation. Starting with a workforce of three in 1917, the influx of workers shifted from several hundred at the height of the industry to the handful that now remain. For a scheduled ship to make the trip to the island, the residents must collect a minimum of 50 tons of copra—an amount that takes the current eight inhabitants about two years to harvest.With such sporadic contact, the islanders use every resource available, and Pierre was pleased to show us how he accomplished this. He taught us how to hunt, kill, and clean meat off a coconut crab, how to determine if a tern egg was embryo-free, how to pluck a coconut from a tree and make fresh milk, how to catch a fish on an unbaited <a href="https://www.sailmagazine.com/review/fishing-lure/">lure</a> (in five seconds, guaranteed). By the time he was finished with us, we could be cast ashore on any mid-Pacific island and feed like royalty if given a rubber band and a rusty hook. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzNDI5/01mg_7828.jpg" height="800" width="1067">
<figcaption>Atea pushes through the pass into Maupiha’a. There's no room to turn around once you're committed, and the best time to enter is at high water and making full speed. Photo by Kia Koropp</figcaption>
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In exchange, we supplied Pierre with a regular dose of coffee, his drink of choice, and took him on his first sailing trip since his arrival seven years earlier. We also left him with a six-month supply of mayonnaise, the “magic sauce” to accompany smoked coconut crab. After a week of exploring Maupiha’a with Pierre, we departed with the change in wind to find more settled holding on the northern side of the atoll. We reluctantly said our farewells, feeling we’d never find such unbridled generosity and hospitality anywhere else, only to find it replicated by our hosts in our new location. As soon as we landed our dinghy ashore, a mother and daughter came out to greet us. Adrienne and Karina had been in the middle of burning coconut husks, and they took a break from this sweaty work to extend a warm welcome and escort us around the area, showing us their small garden, a motley collection of animals, and their home. They offered us that day’s catch, and I accepted on the grounds that we share the fresh-caught spoils. I came ashore that evening expecting to be given a fish that I would cook over an open fire, and I packed a number of side dishes, plates, and a bottle of wine to accompany the meal. When we arrived, the table was set and a full five-course meal was already prepared, a green coconut waiting on a plate for each of us. I offered the wine, but it was rejected for the slightly fermented coconut as the “champagne” of choice. I humbly accepted the one-sided extravagance that was offered us, knowing that they put aside that day’s work to provide us with such a lavish meal. We had fresh grilled fish, tuna sashimi, coconut crab “paté,” stewed giant clam, and a freshly baked chocolate cake. The night was chatty and festive, and evenings of shared meals continued throughout the duration of our stay.<section>
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<figcaption>Pierre teaches Kia how to catch a coconut crab without losing a finger.</figcaption>
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</section>As with Pierre, Adrienne and Karina invited us to join them in their daily routines and taught us about life on the island and how to survive on it. They took us to one of the smaller islets to walk among booby hatchlings, their downy heads straining to get a look and size us up as a threat. We were shown how to hunt for coconut crab in the night, Karina’s strong, deft hands a stark contrast to my timid, blundering fingers. I would willingly survive on bird eggs, but only desperation would force me to tackle one of those Hulk-sized pinching terrors. We went on a snorkeling exhibition to learn how to pry giant clams from the rock. I massacred one of these vibrant purple beauties with a flathead screwdriver but had no interest in removing any more, having witnessed the mass graveyards of shells throughout the Caribbean. Forty clams were harvested for a single meal, served as a delicacy that night, and it was, indeed, a tasty one. However, I felt guilty eating something that I knew to be endangered. I was only playing “stranded” on the island for a short time, and with an estimated 80 boats passing through in a season, there would be an incredible demand put on the clam population. Hopefully a balance is reached during the off period to let the population recover in time for the next season’s fleet. Karina also took us out to snorkel the pass, a popular gathering spot for grey, white, and blacktip sharks. I was nervous to get into the water with a large group patrolling the seafloor. They were curious but not aggressive, so we enjoyed being swept along with their darting silver forms following underneath us through the pass. Resting in 15 feet of water outside the pass was the highlight of the tour, the scattered remains of the Seeadler, a World War I German sailing warship that had grounded on the outer pass 100 years ago, turning the island’s population of three into an instant settlement of 111. The mixed group of crew and prisoners of war were stranded for several months, building the “Seeadlerburg Settlement” out of the broken wreckage of the ship. The history of the ship and the story of its crew is as rich following the wreck as before it grounded, and to see its rusty bones scattered across the scarred seabed was a poignant moment for us all. <figure>
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<figcaption>Pierre teaches John and son Braca how to make coconut milk.Photo by Kia Koropp</figcaption>
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Little did we expect our days and nights to be so richly filled with new-found companionship when we drove Atea through the daunting pass into this little mid-Pacific refuge. We could not have guessed from the outside the treasures that lay within. While the modern world has settled into much of French Polynesia, Maupiha’a remains a slice of Polynesian past. There is no church or school, no medical facility or governmental office. There isn’t an airport, cruise terminal, or tourist center. Definitely forget your Marriott or Four Seasons. Whoever visits, whether permanent or transient, must arrive fully self-sufficient. According to Pierre, this is part of the attraction; life is simple, needs are basic, and demands are minimal. To live on or even visit Maupiha’a is to live in the present and take each day as it comes—and that was the greatest gift of all. Kia Koropp and her husband, John Daubeny, have been sailing their 50-foot Dennis Ganley-designed cutter with their two children since 2011, including routes through the Indian, Atlantic, and Pacific oceans, Asia, Indonesia, and the Caribbean. You can follow their travels at <a href="http://svatea.com">svatea.com</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzMDgy/00-lead-image-2a.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzMDgy/00-lead-image-2a.jpg"><media:title>00-lead-image-2a</media:title><media:credit><![CDATA[Photo by Kia Koropp]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzMDgy/00-lead-image-2a.jpg"><media:title>00-lead-image-2a</media:title><media:description><![CDATA[Atea at anchor off one of the smaller islets of Maupiha’a.]]></media:description><media:credit><![CDATA[Photo by Kia Koropp]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyODQ4OTY1/02-image-4e.jpg"><media:title>02-image-4e</media:title><media:description><![CDATA[Pierre prepares a fresh-caught fish for lunch.]]></media:description><media:credit><![CDATA[Photo by Kia Koropp]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyNzgzNDI5/01mg_7828.jpg"><media:title>01mg_7828</media:title><media:description><![CDATA[Atea pushes through the pass into Maupiha’a. There's no room to turn around once you're committed, and the best time to enter is at high water and making full speed. ]]></media:description><media:credit><![CDATA[Photo by Kia Koropp]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0MzE4OTk5MDYyOTE0NTAx/04-image-4d.jpg"><media:title>04-image-4d</media:title><media:description><![CDATA[Pierre teaches John and son Braca how to make coconut milk.]]></media:description><media:credit><![CDATA[Photo by Kia Koropp]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[A Spring Commissioning Checklist]]></title><description><![CDATA[It’s March, and if you’re like most sailors who’ve had to put their beloveds away for the winter, you’re champing at the bit to get down to the boatyard and spring her from the cold season’s confines. It’s understandable, but what you really need to do is slow down before you leap excitedly into ...]]></description><link>https://www.sailmagazine.com/diy/a-spring-commissioning-checklist</link><guid isPermaLink="true">https://www.sailmagazine.com/diy/a-spring-commissioning-checklist</guid><category><![CDATA[Sailing]]></category><category><![CDATA[maintenance]]></category><category><![CDATA[spring commissioning]]></category><category><![CDATA[Sailboat DIY And Repair Tips]]></category><category><![CDATA[Checklist]]></category><dc:creator><![CDATA[Christopher Birch]]></dc:creator><pubDate>Mon, 18 Mar 2024 11:14:43 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NjYwMjE5/prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Prepping the bottom for painting is one of the most obvious jobs before launch, but even it falls into a logical order of operations.Photo&colon; Christopher Birch</figcaption>
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It’s March, and if you’re like most sailors who’ve had to put their beloveds away for the winter, you’re champing at the bit to get down to the boatyard and spring her from the cold season’s confines. It’s understandable, but what you really need to do is slow down before you leap excitedly into the spring commissioning process. During my career at my Boston-based marine service business, Birch Marine, I shepherded thousands of sailboats through spring commissioning and learned two key elements: order of operation, and the value of a checklist. Of the former, some things are obvious, like painting the bottom before the boat gets launched. Others are less intuitive but can still have a big impact on work efficiency. Of the latter, it’s a simple truth: The best tool in your tool bag is your checklist.I have come to learn that “spring commissioning” can mean different things to different people. A detailed checklist is an excellent way to define a project and avoid confusion for everyone over what is, and what is not, included in the scope of the work. If the tasks are going to be shared between the boatowner and the boatyard, the checklist can help clearly define who is doing what.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NzI1ODIw/topsides-cleaning-and-compounding-is-best-before-working-below-the-waterline-since-wax-can-make-a-mess-of-bottom-paint-just-beneath-the-waterline.jpg" height="779" width="1200">
<figcaption>Topsides cleaning and compounding is best before working below the waterline, since wax can make a mess of bottom paint just beneath the waterline.Photo&colon; Christopher Birch</figcaption>
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Checklists are gaining popularity in all industries for good reason—they work. Bestselling author Atul Gawande’s research in The Checklist Manifesto shows that errors fall into two broad categories: errors of ignorance—mistakes we make because we don’t know enough—and errors of ineptitude—mistakes we make because we don’t make proper use of what we do know. Checklists provide a simple and effective way to address both categories of error. A well-thought-out checklist keeps us on course within an order of operations, which is critical in boat maintenance and not always intuitive or obvious. It’s helpful to boatyard employees and boatowners alike, guiding new—and even experienced—boatowners around errors of ignorance and guiding the marine industry past errors of ineptitude.I developed the checklist that follows during decades of spring commissioning, and years of tweaking and refinement have shaped it into a work plan that I consider thorough and optimally ordered. It’s intended for the typical mid-latitude boat that sails in the summer and waits out snow and ice on land in the winter. A slightly different list would be required for the low-latitude boat that luxuriates in warm weather year-round. Likewise, boats that winter in a shed or a backyard with the mast down, instead of in a boatyard with the mast up, would also require modification to the schedule.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NTk0Njgz/new-zincs-cleaned-metal-and-an-application-of-propspeed-are-pretty-much-the-last-pre-launch-item-on-the-list.jpg" height="763" width="1200">
<figcaption>New zincs, cleaned metal, and an application of PropSpeed are pretty much the last pre-launch item on the list.Photo&colon; Christopher Birch</figcaption>
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<h3>Ultra Early Spring (aka Winter)</h3>1. Complete boat repair projects.2. Complete equipment upgrade projects.3. Service winches and anchor windlass.4. Service steering system.5. Service seacocks.6. Inspect ground tackle and renew anchor chain markings.7. Inspect <a href="https://www.sailmagazine.com/review/boat-safety-kit/">safety equipment </a>and update associated registrations.No surprise that boatyards are a hive of activity in the springtime, considering the amount of work to get done in this season. If you want to be sailing your boat in the summer instead of working on her, it makes sense to get started on the spring commissioning worklist early. Most boat commissioning projects require the cover to come off and the air temp to come up. But there are a few tasks like winch, seacock, and steering service where this rule does not apply. I move these items ahead on the list, and on the calendar, into winter to free up precious workdays in the busy spring season to follow. Boat repair and upgrade projects also need to be prioritized to the top of the list. If they drag into spring, you might never get out sailing in the summer. These are really winter projects and have no place on a spring commissioning list at all, but somehow they end up here all too often anyway. Ideally, winter projects that lie outside of routine maintenance should start early and be complete before spring.A benefit of committing to winter boat work is that it ensures the prudent practice of regular winter boat visits. It’s always better to find that loose jack stand, new chainplate leak, or fast-breeding mouse family sooner rather than later.Some people fret about the cold aboard the boat in the winter. I think it helps to remember that it’s a lot warmer in the boatyard in the winter than it is atop some ski mountain where a lot of other people choose to recreate in the winter. If you think about it as being warmer than some other place, then suddenly it is warmer, and you put your hat on and you’re OK. A thermos of coffee, tea, or hot apple cider helps too.<h3>Before Launch</h3>8. Remove and recycle the winter cover (or move to storage if reusable).9. Clean, compound as needed, and wax from the waterline to the rail.10. Sand and prep bottom for bottom paint.11. Prep and paint transducers with transducer antifouling paint.12. Paint bottom with overnight dry time between coats.13. Clean underwater metal and lights and renew all zincs.14. Apply PropSpeed antifouling for underwater metals and lights.15. Double-check all winter work.16. Set out dock lines and fenders for boatyard staff before launch day.The first sunny weekend of spring always brings out droves of boatowners gleefully stripping away winter boat covers as if they were stripping away winter itself. Caught up in the excitement of this happy milestone and eager to get to work on the boat, many sailors temporarily tuck those covers under the boat with the intention of properly disposing of or storing them later. Unfortunately, procrastination won’t be your friend here. The cover and its frame will just get in the way down there under the boat—or worse, end up plastered against the neighbor’s boat in high winds. Making that cover gone completely is a smart task to prioritize.With the boat uncovered, cleaning and waxing the topsides from the waterline to the rail is the best next step. Waxing work makes a mess of the bottom paint just below the waterline. Scheduling bottom <a href="https://www.sailmagazine.com/review/boat-paint/">paint</a> after the waxing work solves this problem nicely. You can <a href="https://www.sailmagazine.com/review/boat-wax/">wax</a> away with reckless abandon knowing that the upcoming bottom paint prep will scour away all waxing marks and/or waterline stain remover streaks.Transducer spray painting finds its way onto the list after bottom prep but ahead of bottom paint because it’s easier to cut the bottom paint around the painted transducers than it is to keep the transducer spray paint off the surrounding bottom paint. Cleaning props, outdrives, shafts, and thrusters comes after bottom paint. That way, any bottom paint that accidentally gets splattered on these underwater metals can be cleaned up during the prep of those components. To ensure good metal-to-metal bond for proper electrolysis protection, old zincs should be removed before metal cleaning prep, and new zincs should be installed and masked before application of PropSpeed.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NDYzNjEx/launch-day.jpg" height="746" width="1200">
<figcaption>Launch day, yay!Photo&colon; Christopher Birch</figcaption>
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<h3>Launch Day!</h3>Although it’s not technically a holiday, launch day is surely a moment in the year worthy of celebration. Take the day off from work and be with your boat on this day. Take a day off from boat work too and just kick back with family and friends after she’s launched with a party in the cockpit. Or maybe laze away the afternoon under a blanket in the cabin with a good book and something to sip on.<figure>
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<figcaption>Bottom painting gets saved for near the end of the pre-launch list. Photo&colon; Christopher Birch</figcaption>
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<h3>After Launch—Back to Work</h3>17. Service batteries.18. Commission air conditioning system and/or heating system.19. Commission engine(s) and generator.20. Service stuffing box on shaft(s) and rudder post(s).21. Commission freshwater system.22. Commission ice maker.23. Commission head(s) and sanitation system.24. Commission refrigeration system.25. Re-rig summer running rigging.26. Inspect, tune, pin, and tape rig (also check mast lights while aloft).27. Varnish.28. Clean, compound as needed, and wax from the rail up including all stainless.29. Bend on sails.30. Install canvas.31. Clean bilge, anchor locker, cockpit lockers, and engine space.32. Clean cabin including all storage lockers and contents thereof.33. Clean and inspect dinghy.34. Commission dinghy engine.35. Perform a full systems check.36. Other?<figure>
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<figcaption>Servicing seacocks and valves, as well as replacing old, worn-out ones, is a job best done in winter.Photo&colon; Christopher Birch</figcaption>
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Battery Service: Battery care demands careful planning. An old wives’ tale says you should remove your batteries from the boat and store them in a warm dry place for the winter. I don’t know where this came from, but it has no basis in fact. Your boat batteries do just fine in your cold boat all winter, just like your car batteries do just fine in your cold car all winter. The reality is that removing batteries is a bad idea and doing so can damage your boat. Freshwater has an uncanny ability to get inside a boat on dry land in the winter; an insurance person once told me that more boats sink on the hard than in the water annually. Garboard drain plugs come with their own risks and aren’t as common on sailboats as they used to be. With no way out, rainwater coming down the inside of the mast coupled with hull condensation and a potential deck leak can easily overfill a boat bilge. If you’ve removed the battery, the bilge pump is rendered useless and flooding damage can occur. It’s best to keep batteries onboard and wired in the winter, just like they are in the summer. Proper bilge winterization will ensure the bilge pumps don’t end up frozen inside a block of ice.However, just because you leave the batteries in the boat doesn’t mean they don’t need regular attention. Solar charging during the winter should keep the batteries topped up. A good spring commissioning list should also include battery service. Old-fashioned flooded batteries will need to have water levels checked and cells hydrometer tested. All battery types will also need to be load tested and have their posts cleaned and greased. For effective load testing, this work is best completed after the boat’s battery charger has had a chance to run through a proper overnight three-stage charge. For many boats, the power outlets in the boatyard offer insufficient amperage to power up the onboard charger. And in many boatyards, overnight power hook-up is prohibited. The best place to take on this pre-battery service charging is dockside in a slip with a suitable power post to mate with the boat’s shorepower cord. This can’t happen until after launch.Commissioning the boat’s engine and systems will require serviced batteries confirmed to be in good health, which explains why I have battery service placed in the work list after launch but before any system commissioning work.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NzI1NzU1/to-keep-land-dust-to-a-minimum-varnish-work-is-best-done-when-the-boat-is-in-the-water.jpg" height="800" width="1165">
<figcaption>To keep land dust to a minimum, varnish work is best done when the boat is in the water.Photo&colon; Christopher Birch</figcaption>
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Engine Commissioning: While it is possible to run a sailboat’s engine on the hard using a hose instead of seawater for cooling, the process can be challenging. For starters, a functioning water spigot near the boat may not exist. And running an engine on land with a hose, if done incorrectly, can easily result in a burnt out impeller or a flooded engine. An unserviced start battery presents an additional concern. Lastly, a freshwater commissioned engine is susceptible to ice damage should a cold snap come along before launch. The easier solution is to just wait to commission the engine after the boat has been launched and after the engine start battery has been fully charged and serviced. To do this, you may need a hand moving the unpowered boat from the travel lift bay to a slip for charging before engine service and use. It’s helpful to talk this through with the yard staff before launch day.Stuffing box adjustment will require the boat to be in the water with the engine running. That’s why this project finds a home on the list after launch, battery charging, and engine commissioning.Sails, Canvas, and Rig Tuning: Just because a certain commissioning project is the one you’re most excited about doesn’t mean it’s the one you should tackle first. Sometimes it’s helpful to think backwards and prioritize what you need to do ahead of what you’re inclined to do on a whim. Nowhere is this truer than when slotting in the optimum time to bend on sails and canvas.On many boats, canvas cockpit enclosures make it difficult to reach the aft end of the boom to secure the clew of the main and to rig reefing lines. Bending the mainsail on before setting up the cockpit enclosure makes the work go more smoothly.But before you bend on the sails or install canvas, it would be good to clean and wax the decks. Somehow, the winter cover manages to trap dust and dirt in instead of keeping it out. The problem is exacerbated by all the grime that, despite all your best prevention measures, still managed to climb the ladder on the soles of your shoes from the muddy boatyard below during winter. It would be a shame to drag out clean sails, freshly returned from their winter spa treatment at the sail loft, onto a dirty deck. Another reason to keep the Sunbrella stowed until later is that canvas dodgers and enclosures get in the way of good waxing work. You want to clean and polish the stainless bows and the smooth portions of the deck and cockpit that the canvas denies access too. Waxing work makes a mess of the edges of canvas, a problem you can resolve completely by simply keeping the canvas stowed until waxing is complete. But before you get out the deck soap and wax, it would be wise to get the varnish work done, as crawling around on deck doing that work always tends to make a mess. Also, splatters of wax buffing dust sanded into the varnish will not be helpful for topcoat adhesion. Don’t get too eager with that varnish brush though; it’s usually so much less dusty out on the water than on land. The varnish work will go better after launch in the warmer, longer days floating in the water.It would also be best to get the rig inspection done before deck washing, as an errant dab of turnbuckle grease may need to be cleaned up after. Also smart: Complete the rig inspection before running sails up the roller furler, because you may well need that jib halyard for use as a second safety halyard on the bosun’s chair.But before you send someone aloft in that bosun’s chair, you should swap out your winter running rigging with the summer running rigging. For safety’s sake, you want to make sure the bosun’s chair is secured to your best and newest halyards and not your chafed up old undersized winter lines.All this rig work must be done after the boat has been launched for two reasons: First, rigging sails when the boat is on the hard can result in a boat blowing off her stands and capsizing violently into her neighbor—or worse, a pedestrian—in the boatyard. It’s always best to pull the sails off the rig before haul-out and bend them back on after launch. (Many yards mandate this practice.) Second, rig tensions change when the boat moves from sitting on her keel to floating in the water. Tuning a rig before launch will result in poor tune after launch, necessitating a redo. Intuitively it might feel like setting up the dodger is a good first step after launch to keep the rain off of things. We all love our dodgers and canvas enclosures because they keep us dry and snuggly and cozy and out of the weather. Sailors may benefit from this shelter, but boats don’t need it. Boats are built to be out in the rain. The optimum time for canvas install comes towards the end of the list. Is this thinking backwards? Or thinking ahead? It doesn’t matter really. What matters is that you’re thinking in order.I use several summer checklists in that season. Order of operation is even more important in the fall during winterization and—no surprise— I have a checklist for that too. But wait, let’s keep this in order: first spring, then summer, then fall. One checklist at a time. SAIL Contributing Editor Christopher Birch and his wife, Alex, are cruising aboard their 36-foot Morris Justine. Follow their voyage at <a href="http://eaglesevensailing.com">eaglesevensailing.com</a>.<figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NjYwMjE5/prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NjYwMjE5/prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations.jpg"><media:title>prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations</media:title><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NjYwMjE5/prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations.jpg"><media:title>prepping-the-bottom-for-painting-is-one-of-the-most-obvious-jobs-before-launch-but-even-it-falls-into-a-logical-order-of-operations</media:title><media:description><![CDATA[Prepping the bottom for painting is one of the most obvious jobs before launch, but even it falls into a logical order of operations.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NzI1ODIw/topsides-cleaning-and-compounding-is-best-before-working-below-the-waterline-since-wax-can-make-a-mess-of-bottom-paint-just-beneath-the-waterline.jpg"><media:title>topsides-cleaning-and-compounding-is-best-before-working-below-the-waterline-since-wax-can-make-a-mess-of-bottom-paint-just-beneath-the-waterline</media:title><media:description><![CDATA[Topsides cleaning and compounding is best before working below the waterline, since wax can make a mess of bottom paint just beneath the waterline.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NTk0Njgz/new-zincs-cleaned-metal-and-an-application-of-propspeed-are-pretty-much-the-last-pre-launch-item-on-the-list.jpg"><media:title>new-zincs-cleaned-metal-and-an-application-of-propspeed-are-pretty-much-the-last-pre-launch-item-on-the-list</media:title><media:description><![CDATA[New zincs, cleaned metal, and an application of PropSpeed are pretty much the last pre-launch item on the list.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NDYzNjEx/launch-day.jpg"><media:title>launch-day</media:title><media:description><![CDATA[Launch day, yay!]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NjYwMjg0/servicing-seacocks-and-valves-as-well-as-replacing-old-worn-out-ones-is-a-job-best-done-in-winter.jpg"><media:title>servicing-seacocks-and-valves-as-well-as-replacing-old-worn-out-ones-is-a-job-best-done-in-winter</media:title><media:description><![CDATA[Bottom painting gets saved for near the end of the pre-launch list. ]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0Mzk4MDc1/07-img_5401.jpg"><media:title>07-img_5401</media:title><media:description><![CDATA[Servicing seacocks and valves, as well as replacing old, worn-out ones, is a job best done in winter.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTc4OTMzNDg0NzI1NzU1/to-keep-land-dust-to-a-minimum-varnish-work-is-best-done-when-the-boat-is-in-the-water.jpg"><media:title>to-keep-land-dust-to-a-minimum-varnish-work-is-best-done-when-the-boat-is-in-the-water</media:title><media:description><![CDATA[To keep land dust to a minimum, varnish work is best done when the boat is in the water.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[Sailing Stories: Peter Harken]]></title><description><![CDATA[Peter Harken needs little introduction in the world of sailing. With his brother, Olaf, he started a shoestring business building collegiate and Olympic class dinghies (Vanguard Boats) in Wisconsin in 1968, which evolved into Harken Yacht Equipment after Peter created a new type of ball bearing ...]]></description><link>https://www.sailmagazine.com/cruising/sailing-stories-peter-harken</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/sailing-stories-peter-harken</guid><category><![CDATA[Gear]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Harken]]></category><category><![CDATA[Profiles]]></category><dc:creator><![CDATA[Wendy Mitman Clarke SAIL Editor-in-Chief]]></dc:creator><pubDate>Fri, 15 Mar 2024 13:51:57 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk4ODQ0MTE2NTc4/00-lead-dsc_0858.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Peter Harken enjoys keeping up with the latest equipment and processes that keep Harken Inc. humming. Photo courtesy of Harken Inc&period;</figcaption>
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<iframe height="200" width="100%" src="https://playlist.megaphone.fm/?e=AIMED6370506499"
frameborder="0" scrolling="no"/></iframe>Peter Harken needs little introduction in the world of sailing. With his brother, Olaf, he started a shoestring business building collegiate and Olympic class dinghies (Vanguard Boats) in Wisconsin in 1968, which evolved into Harken Yacht Equipment after Peter created a new type of ball bearing block that changed the game when it came to trimming. The rest is sailing industry history. Today, <a href="https://www.harken.com/en/home/">Harken Inc</a>.’s wide range of deck hardware, hydraulics, vangs, winches, furling systems, blocks, and gear is found on boats all over the world, from club racers to the Olympic classes and IMOCAs, from cruising sailors to the America’s Cup and superyachts. The company headquarters in Pewaukee, Wisconsin, occupies a 175,000-square-foot building with a massive manufacturing floor where raw materials become finished products. Winches are built in another plant in Italy, and the company has divisions in the UK, Sweden, Australia, New Zealand, and Poland. In 2020, Peter announced that he and Olaf, who had died the year before, had chosen to sell their shares to their employees and transition the business to an ESOP (Employee Stock Ownership Plan). “It’s well time to pass the baton to those who actually do the work,” he said announcing the decision. “Oh yeah, I’m an employee now, I have to come in on time!” He maintains an office and is rarely not in house, especially on the manufacturing floor, where he remains engaged in and fascinated by the latest technology and processes.<figure>
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<figcaption>Peter and SAIL Editor-in-Chief Wendy Mitman Clarke at Harken HQ in Pewaukee.Photo courtesy of Harken Inc&period;</figcaption>
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In December 2023, I visited Pewaukee, and Peter was among about 16 Harken employees who introduced themselves to some two dozen marine rigging professionals attending Harken University (“Continuing Education” March 2023). “I think I’ve been here way too long,” he joked with his ready sense of humor. But then he shifted. “The philosophy of this company has been to let our people run, and always hire smarter than you are,” he said. “Every single person you just met is an owner, and we have a vested interest in making sure you’re successful.”Later that day, everyone gathered in the two-story atrium lobby, where the company’s history surrounds the visitor in a visual timeline of floor-to-ceiling photos along the curved walls, the iconic Pepsi machine that long ago was converted to deliver ice cold beers still does its job, and a Vanguard Finn and Volant, fully rigged, occupy center stage. The occasion was to honor a soon-to-be retiring employee, Mark Pares, who had been with the company for 47 years, and Peter held everyone in the palm of his hand sharing stories. Mark chimed in with hilarious tales of hijinks from the early days (including an in-house band with the iconic name Big Stink and the Smell), and at the end he pointed to Peter and, with tears in his eyes said, “Best boss ever.” Peter and I finally found time for a long chinwag over the phone a few weeks later. Following are excerpts from that chat, during which he touched on topics including growing up during wartime, organically developing a business one step at a time, the stupidest sailing there is, what kind of boats he’d sail if he were just starting out today, and the importance of fun. <figure>
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<figcaption>Peter and his brother, Olaf, on the shop floor. Photo courtesy of Harken Inc&period;</figcaption>
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<h3>Life During Wartime</h3>Peter started by talking about an imminent trip to Indonesia, where he and Olaf grew up during World War II with their Dutch father and Swedish mother. WMC: When was the last time you were there?PH: When the Japanese were dropping bombs on our house and garage…Thankfully, they missed the house. They did get the garage though. But we were all sitting under the dining room table, I can still remember, with a pencil in my mouth, cotton in our ears to absorb the concussions…we all sat under there during the bombing runs and stuff.I was born in Surabaya, Java, and my father worked for Caterpillar…He helped us escape to the east side of Borneo, because the Japanese had already taken the west side, come down the Malay peninsula. And then they hit northern Sumatra, Medan, where we were. We made our way to eastern Borneo, and then from there we got on a type of troopship with other refugees to New Zealand, Wellington, and we were there for a year. And then we got on a troopship to Melbourne, Australia, and we were there until 1944, and then we got on an American troopship with wounded soldiers, refugees, and everything like that, from Melbourne to San Francisco. And then we spent the rest of the war years until he got released in the Santa Cruz area.WMC: And how old were you when all this was going on?PH: Well, I was born in ’37, so that was back in 1941, ’42. I was about 5 years old, 6 years old, and then the end of the war I was about 8 years or 9 years old, somewhere there. So I remember it very well. You remember dramatic events really well, you know, even as a kid.WMC: Your dad was a prisoner of war for five years, right?PH: Yes. He stayed behind and helped fight with the small Dutch army. And then he got captured and he was put in a prison camp for five years. Pretty brutal camp. But he made it through. He was the last living survivor of his camp, but he was a pretty tough guy. So, yeah, we were lucky that way. And my mother really never knew what happened to him, but she kept our hopes alive the whole damned time, you know? So it all worked out. Finally, we got reunited in San Francisco in 1946. Took about a year to find him and get us together, you know, with the war ended in August, I believe, of 1945. And then it took almost a year. After being reunited, the family moved to Caterpillar headquarters in Peoria, Illinois, then to Larchmont, New York, until 1948 when they returned to Manila to help rebuild the city.Manila was very flattened when we came. And I’ve never quite understood how my father and my mother went right back into a war zone. But they did it. And, as a kid, you don’t really give a damn what the architecture is like, whether the building’s falling down or not or what it looks like. You’re just looking for good times and stuff.So we had a great life in the Philippines. It was really good. There was an American school run by Americans with Filipinos and Europeans. It was an international school, and that’s where we went to school until we graduated in 1955. Just Olaf and I. He was two years younger than me.I got a swimming scholarship to go to UW Madison and Olaf two years later went to Georgia Tech on a swimming scholarship also.<section>
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<figcaption>Peter calls iceboating “the stupidest sport” but it’s in his blood and provides a test ground for new gear. Photo courtesy of Harken Inc&period;</figcaption>
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<a href="https://www.sailmagazine.com/cruising/sailing-stories-peter-harken">original article</a>

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</section><h3>College Life</h3>I’d never lived in the land of ice and snow, except for the very short stint in New York. But my mother is Swedish and my father is Dutch, so they certainly got cold weather DNA, and the sports. And when I got to Wisconsin it was colder than hell, but I got to liking it a lot…it was in me. So I started looking into skiing and iceboating and all that stuff I shouldn’t have been doing, because in swimming they don’t want you to do anything else—nothing, because you start tightening up and your muscles are different and everything. But I was cheating on the side because I really like the winter sports. His coach finally told him he had to make up his mind, and Peter did. He quit swimming and lost his scholarship.That’s when I called my dad in the Philippines. And here I am trying to bullshit a guy who’s been in a prison camp for five years, you know, during the war…on why it’s important for me to go learn to ski in Colorado to really get into the cold weather because someday I might be caught up in northern Canada or Alaska or somewhere, you know, in deep snow and ice. And I’m going to learn to survive. And I’m just rattling on and on, on the phone, 10,000 miles away. And he didn’t say a damn word. He just sat there and said, “Yeah, OK, I understand. And by the way, son, good luck.” Click. He just cut me right off. And he cut the checkbook off also (laughs).So I loaded up the car with my old rotten skis. It was it was the 1951 Chevy convertible. And I had to keep the top down because I didn’t have any place to put the skis so that they just went into the backseat and up into the forward seat. And with my dog and 50 peanut butter and jelly sandwiches, we took off for Aspen. I tailgated big trucks all the way out there to save gas. By the time we arrived in Aspen, my dog had 6 inches of snow on his head and we were sleeping in a sleeping bag in the car.After a fun winter ski bumming and delivering newspapers in Aspen, Peter says he realized it wasn’t a future and returned to school in Wisconsin. There he started building his own boats for racing. He and a friend bought an E Scow bare hull and built it up from there. The boat was quite different from all the other E Scows. We made it very much dinghy-like, you know, rolling cockpits and hiking out instead of laying on the the rails and long tillers and everything, and it was a helluva good boat, but we were dumb. I can still remember at a regatta in Madison, Buddy Melges walking over and saying, “You know, you guys, if you guys knew how to sail, you’d have this regatta down pat.” He was great. And that’s where I met Buddy. And then I met him also on the ice [iceboating].Peter also joined the university’s Hoofer Sailing Club.We had a really good sailing team and so that’s where I believe I spent 90% of my academic career. I think maybe I studied 10% of the time and my grades sure showed it.<figure>
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<figcaption>Peter talking over a furler with an employee. Photo courtesy of Harken Inc&period;</figcaption>
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<h3>The Ball Bearings</h3>To fund his return to school, Peter started working part-time for Gilson Medical Electronics. As part of one project, he needed special bearings, and so he sourced quarter-inch white balls from a company in New Jersey.I had them on my workbench, a bunch of them, and several of them rolled off the workbench and hit the floor next to me. And they bounced very high. And I went, Jesus! Lightweight, fast response. The only thing I was good at in school was physics. And so, I looked at that and I went, whoa, wait a second. This is exactly what a sailboat block needs because it starts and goes backwards. It doesn’t keep rotating…And of course, in our smaller one-design type boats, the scows and the iceboats, we needed blocks that reacted very fast. They were light. And so we were always searching for that. I went home with the idea in my head and made some sketches and came back the next day at work and made some blocks. And then I started using them on my own boat. I wasn’t planning to to sell them or make them for anyone, I just wanted some for my iceboat. And they really worked. And like you say, other sailors noted this and wondered what the hell I had there. And I showed them, and then they asked, could you make me some? And I said, yes. And of course I underpriced them like hell. And then I made some for the other guys, and then more guys wanted them. Eventually, he built blocks for Peter Barrett and Lowell North sailing in the Star class in the 1968 Olympics, as well as Buddy Friedrichs in the Dragon class. They both won gold medals. And then the Europeans started coming over and looking at them and wondering what the heck we had there. What were these black blocks with these white balls in them? That sort of started the whole thing, you know, when the word started getting around. Then it kind of grew from there.Olaf had returned from a job in New York to help Peter build boats as Vanguard. “Why I made that decision then, I’ll never know,” Olaf says in a history on the company’s website. <figure>
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<figcaption>Always a dog person, Peter stops for a chat with some canine pals. Photo courtesy of Harken Inc&period;</figcaption>
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We were building the MIT-type dinghy...and then we went into the Flying Junior, which was also a collegiate boat. And then we heard that in the Olympics, they were looking for a new two-man dinghy. The IYRU in England was looking at the 470 or the Fireball, which was built in England, and the Strale, and so it was a contest between those three boats, and Olaf and I kind of looked at it all and said, “We need to get into another boat.” And we looked at the three designs and we just decided that the 470’s shape and everything was going to be more light for the Americans than the other two. And thankfully we were right. They did choose the 470. We did get into building those and quite a few of them, a couple of thousand, I think.By 1986, Peter and Olaf decided to concentrate the business solely on gear, selling the Vanguard boatbuilding part of the company. WMC: When this thing started, did you ever have any notion at all of where it was really going to go?PH: None. We had no notion. We really didn’t plan that thing. We were kind of working from day to day, you know, we called it one foot at a time, and we were just too busy to really sit down and think of a long-range plan or anything like that. Just kept plodding along and it just grew, each step grew a little bit, and there we are. I mean, we’ve been at this for a long time. You know, there was there was no real future plan in it. It just developed.<figure>
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<figcaption>The nameplate outside of Peter’s office.Photo by Wendy Mitman Clarke</figcaption>
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<h3>The Transition to an ESOP</h3>We kept getting hit by private equity firms and outside companies to buy the company. And we just weren’t ready for it. And we had a constant worry in all of it about who’s going to take care of the employees when the shit hits the fan, so to speak, like a like a recession or a COVID or any kind of disaster, you know, where you were going to be in tough economic times for a while. Because we did know that in most cases, the bosses or the owners of these companies took care of themselves before the employees. And we had totally the opposite. We always took care of the employees. They were friends of ours, their families were friends, and the whole thing. We went into several downturns, and Olaf and I and a couple of the top guys, we wouldn’t take any salary or anything. We kept the employees…their basic pay and medical benefits.So that worry was in us at every meeting. And we always used to ask these other firms, OK, if this happens and that happens, you know, a downturn—because the downturns are going to happen, you’re not going to live forever in the good times. We said, what do you do? What do you do with your employees? What do you do with yourselves and so on? How do you behave? And I never could get a straight answer...It was always hemming and hawing around. So we just were never comfortable with it. And finally, we said, look, let’s not do this. Let’s go with the ESOP. We’re going to have much happier employees…And, you know, we’re just going to go on like we always have, which is what’s happened. It’s working like a dream. God, we were so damn lucky, you know. And the company’s booming. I was just downstairs looking at all the new huge machinery coming in, computer-controlled big, big CMC machines coming in. One of them’s as big as a Greyhound bus. It’s amazing. I love them, they’re something else.WMC: In terms of the company that you all built, what are you most proud of in terms of that part of your life?PH: Well, I’d say I’m proud of that. We have happy employees and they’re growing…I see we have a happy company and that’s really important. I go to bed at night and I go to sleep. I have no worries. They’re smarter than me. They’re doing greater than I am. And what could be better? I mean, the amount of dollars is not that important. And it’s much slower coming than if I sold it outright. But, you know, what are you going to do with several million in your pocket all of a sudden? So it’s fine. Everything is good, you know, enough is enough.WMC: When you’re looking at what they’re doing, what’s the most exciting thing that you’re seeing happening at this point there? What excites you the most?PH: The big machines that are coming in. I’ve been down there every day going through them, so I’m down there a lot. I won’t be able to run them. They’re beyond me. But I’ll be there anyway watching them. My biggest interest in being able to come here and everything is truly in the machine shop area. Because that’s where all the development is being done, I mean, we’re making stuff now that you wouldn’t recognize would go on a sailboat at all. You know, these special little hydraulic valves and all that now is GP racing and the America’s Cup boats and all of that.WMC: How has sailing changed in ways that you that you didn’t expect?PH: Well, I would say that I didn’t expect this fast a transformation to the foiling boats. I knew the foiler was coming on. I mean, we we built foilers for windsurfers many years ago. But it finally fell through because it was too difficult for the normal person. We didn’t have the bow control and stern controls or any of that…We had to depend on pulling the sail in and out really fast, and we just weren’t fast enough in most cases. I called it the 100-yard dash, and then splash, then get up and do it again. But when the foiling sensation really started and the advancement in foiling came about, that was much faster than I thought, and kind of was surprised in a way, with the technology on it and the equipment that’s used now, besides just the carbon fiber foils and so on. And even that’s advanced a hell of a lot.WMC: Do you think if you were just getting into sailing today, that’s where your interest would lie? I mean, when you were, you know, even in the beginning with iceboats, those are pretty techy, crazy fast boats, right?PH: Yeah. Well, you know, you can’t stop technology. And, yeah, that’s what I would do if I was starting over. I would get into the foiling and do it. And in our iceboats, we were continuously working on them, shaping our blades and making changes in the sheeting and in the building, too, of the boats, going to carbon fiber vacuum molding and all of that. So we were continuously working on them, God, I worked on them for 35 years, spent much more time working on the boat than I did sailing it. It’s the stupidest sport. I mean, it’s awful. You spend 99% of your time or at least 95% or more of your time working on the boat, changing it or building a new one or whatever, and then you get maybe 5% of the time under the sail somewhere, and you always have to drive a couple of hundred miles to get to good ice or whatever. And then you get there, and there’s no wind, or there’s too much wind, or it’s too cold, or something like that. The only trouble is, when you do get to do it, it gets gets into your blood and then you wipe out all the pain and you do it all over again…if you really had any brains, you’d learn to stop a lot earlier.Peter and his wife, Edit, bought a 55-foot expedition powerboat a few years ago for cruising, though he still sails on big boats at times for commissioning work, and what’s happening in the sport is always front and center through the work of the company.WMC: There’s no question that obviously you and your brother and others worked extremely hard to build this company. But it also seems clear that you had a ton of fun doing it. And I guess my question is, how important is that? How important is fun? How important is joy, in a difficult, competitive business and sport?PH: I think it’s just super important, because you’ve got to keep the hopes up, and you’ve got to create an atmosphere where people are happy and joke around and so on…So I think it’s extremely important. And that’s something that’s part of our culture, and that’s the culture we really wanted to keep. <figure>
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<a href="https://bit.ly/48VZMQU">Click Here to Subscribe</a>April 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk4ODQ0MTE2NTc4/00-lead-dsc_0858.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk4ODQ0MTE2NTc4/00-lead-dsc_0858.jpg"><media:title>00-lead-dsc_0858</media:title><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk4ODQ0MTE2NTc4/00-lead-dsc_0858.jpg"><media:title>00-lead-dsc_0858</media:title><media:description><![CDATA[Peter Harken enjoys keeping up with the latest equipment and processes that keep Harken Inc. humming. ]]></media:description><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk5MTEyNzQ4NjQy/07-peterharkenandwmc_12_23-copy.jpg"><media:title>07-peterharkenandwmc_12_23-copy</media:title><media:description><![CDATA[Peter and SAIL Editor-in-Chief Wendy Mitman Clarke at Harken HQ in Pewaukee.]]></media:description><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk5MTEyNTUyMDM0/03-peterandolaf-006.jpg"><media:title>03-peterandolaf-006</media:title><media:description><![CDATA[Peter and his brother, Olaf, on the shop floor. ]]></media:description><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk5MTEyNjE3NTcw/04-dsc_2020.jpg"><media:title>04-dsc_2020</media:title><media:description><![CDATA[Peter talking over a furler with an employee. ]]></media:description><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk5MTEyODE0MTc4/08-dsc_1884.jpg"><media:title>08-dsc_1884</media:title><media:description><![CDATA[Always a dog person, Peter stops for a chat with some canine pals. ]]></media:description><media:credit><![CDATA[Photo courtesy of Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTA2MDk4ODQ0MDUxMDQy/01-20231207harken_wmc00-copy.jpg"><media:title>01-20231207harken_wmc00-copy</media:title><media:description><![CDATA[The nameplate outside of Peter’s office.]]></media:description><media:credit><![CDATA[Photo by Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA1MDE1ODU3MjM4MTI0MTY0/subscribetosail-06.jpg"><media:title>subscribetosail-06</media:title></media:content></item><item><title><![CDATA[Windelo 50, Top 10 Best Boats 2025 Nominee]]></title><description><![CDATA[The new Windelo 50, which made its U.S. debut in February at the Miami International Boat Show, is an updated version of an earlier launch (2021) that is working to maximize the environmentally sustainable focus of its propulsion and power generating systems, build materials, and sailing ...]]></description><link>https://www.sailmagazine.com/boats/windelo-50-top-10-best-boats-2025-nominee</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/windelo-50-top-10-best-boats-2025-nominee</guid><category><![CDATA[Video]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[sailboats]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Wed, 13 Mar 2024 19:08:31 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODc1MDM3MDcxNjQ4MDkw/windelo-viddy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<iframe width="560" height="315" src="https://www.youtube.com/embed/8ktkCMZKtwk" frameborder="0" allowfullscreen></iframe>The new Windelo 50, which made its U.S. debut in February at the Miami International Boat Show, is an updated version of an earlier launch (2021) that is working to maximize the environmentally sustainable focus of its propulsion and power generating systems, build materials, and sailing performance.Let’s start with building materials. Windelo uses basalt fiber (fabricated from volcanic rock), rather than traditional fiberglass. Gautier Kauffmann, co-founder, says that basalt requires less resin than other alternative fibers like flax, and less resin means a lighter boat: “Lighter means less energy is used to propel the boat, and sailing also starts at lower wind speeds of 3 knots true. With speed, hydrogeneration is easy—at 10 knots of boat speed, each drive is generating 1 kW.”For a core material, Windelo turns to recycled PET (polyethylene terephthalate, commonly used to make plastic bottles) which is presented as half of the carbon footprint of virgin PVC foam. Divided appropriately by structural need, 45% of their catamarans are PVC and 55% is recycled PET. They could use 100% PET, but that would require higher foam density, which translates to more weight, which is not eco-friendly for the boat use. They even optimize interior furniture, creating a lighter composite with two-layer FSC plywood placed on either side of PET foam. On the propulsion side, the Windelo 50 comes standard with two 20kw brushless Bellmarine electric motors with traditional shaft drive to maximize hydrogeneration capabilities. A 15kw Panda generator is standard, with an option for an additional generator. The update by naval architects Christophe Barreau and Frédéric Neuman incorporates a coachroof that’s 110 centimeters longer, which, along with solar on the foredecks, means the boat can now accommodate up to 5,680 watts of solar (a 27% increase from the previous version). So, the boat’s 1120 Ah 48 V battery bank (53.8 kWh), with 7 kWh of services battery bank capacity, can be charged with solar, hydro, wind (if the owner wants to add it) and the genset, when needed. Sailing performance is enhanced with slender hulls and daggerboards for better upwind abilities. And in terms of sailhandling, what sets this boat apart from other multihulls is its forward cockpit. While in full communication via sliding doors with the salon, nav station, and galley just aft, this space is where the business of sailing happens, and it makes for unparalleled visibility forward and overhead. The forward end of the coachroof provides the hardtop here, with windows and some canvas/isinglass panels forward. Both helms are here, and all lines lead through an assortment of jammers to be controlled by three electric Harken winches. Two steps up through the centerline companionway and you are on deck, with the mast immediately at hand and the boom an arm’s length away. The mainsail track is on the aft end of the coachroof (controlled at the helms), accessible to walk around thanks to the longer coachroof.The boat sails with a self-tacking jib, 990-square-foot main, and gennaker. Two deep lockers in the forward hulls, accessed by ladder, can be used for sail and toy storage, while additional lockers by the mast are for lines, fenders, etc. In the salon, the primary features are the nav and systems monitoring station to port with watchstanding bunk and/or lounge space, with a large opening window for max ventilation in good weather. The galley is to starboard with dinette just aft, also with immense sliding windows.In the cockpit, the entire transom lifts via electric winch to create a secure space aft when underway as well as to lift a dinghy; when at anchor and lowered, it’s an easy dinghy access and swim platform. The boat comes in three types: Adventure, which has lifting daggerboards or high-performance fixed fin keels, Yachting, maxed out for luxury, and Sport (performance, 1,100 pounds lighter). LOA 50’ Beam 26’ Draft 7’6” (down), 3/3” (up) Air Draft 75’11” Displacement 22,400 lbs (light) Sail Area 1,980 (upwind), 2,723 (downwind) Power 2kw Bellmarine (2x) with 15kw Panda genset<a href="https://my.sailmagazine.com/pubs/WS/SAL/sail_digital.jsp?cds_page_id=268785&cds_mag_code=SAL&id=1709995272108&lsid=40690841118043099&vid=1&_gl=1*zd9pnb*_ga*MTkxMDk0MTY1Ny4xNjczNjIxMDgy*_ga_QLEWEHQ4BL*MTcwOTk5NTI3MS42NjUuMC4xNzA5OTk1MjcxLjYwLjAuMA..">SUBSCRIBE to SAIL here!</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODc1MDM3MDcxNjQ4MDkw/windelo-viddy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODc1MDM3MDcxNjQ4MDkw/windelo-viddy.jpg"><media:title>windelo-viddy</media:title></media:content></item><item><title><![CDATA[Three Men Charged With Murder in Missing Sailors’ Deaths]]></title><description><![CDATA[Three Grenada men have been charged with two counts of capital murder in the deaths of American cruising sailors Ralph Hendry and Kathy Brandel. The three also have been charged with additional crimes and for escaping prison in February—the event that authorities believe led to them fleeing on ...]]></description><link>https://www.sailmagazine.com/cruising/three-men-charged-in-missing-sailors-murders-</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/three-men-charged-in-missing-sailors-murders-</guid><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Missing]]></category><category><![CDATA[Sail News]]></category><category><![CDATA[News]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Tue, 12 Mar 2024 17:05:48 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Photo courtesy of Salty Dawg Sailing Association</figcaption>
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Three Grenada men have been charged with two counts of capital murder in the deaths of American cruising sailors Ralph Hendry and Kathy Brandel. The three also have been charged with additional crimes and for escaping prison in February—the event that authorities believe led to them fleeing on Hendry and Brandel’s 48-foot St. Francis catamaran, Simplicity, which a fellow cruiser found abandoned off a beach in St. Vincent. Longtime cruising sailors, Hendry and Brandel had sailed Simplicity south last fall with the Salty Dawg Sailing Association’s (SDSA) 2023 Caribbean Rally from Hampton, Virginia, to Antigua, and were spending the winter cruising the Eastern Caribbean. A fellow cruiser boarded Simplicity on February 21 after finding it anchored and abandoned off a beach on the south coast of St. Vincent, according to the SDSA. “The good Samaritan had boarded the boat and noted that the owners, Ralph Hendry and Kathy Brandel, were not onboard and found evidence of apparent violence,” the group said in a statement. Tracking information showed that their boat had been anchored about 80 miles away in Grenada “and then the boat moved directly to its last anchorage off St. Vincent.” Their bodies have not been found.On February 27, Brandel’s son, Nick Buro, and Hendry’s son, Bryan Hendry, issued a statement saying, “We are incredibly saddened to hear the news that our parents Kathy Brandel and Ralph Hendry are now presumed dead.”“We are grateful to have been raised by the strongest people that we will ever know, and we hope that we can follow in their footsteps and strive to be even half as wonderful as them,” they said. “So many people have reached out with love and encouragement, sharing stories and anecdotes of their memories of Ralph and Kathy, and those stories are what we want them to be remembered by. While the end of their life may have been dark, they brought light, and that light will never be extinguished from the hearts and minds of the people who knew, loved, and cared so deeply about them.”The Royal Grenada Police Force (RGPF) issued a statement on March 7 saying that Ron Mitchell, 30, Trevon Robertson, 23, and Atiba Stanislaus, 25, all from Paradise, a town in the St. Andrews Parish of Grenada, were charged with capital murder. “They were also charged for the offences of escaping lawful custody, housebreaking, robbery, and two counts of kidnapping. Additionally, Atiba Stanislaus, was charged with one count of rape.” Their next court date was scheduled for March 27.The three had been in prison in Grenada since December, charged with one count of robbery with violence. Police noted that stemming from the December incident, “Ron Mitchell was charged separately with one count of rape, three counts of attempted rape, two counts of indecent assault, and causing harm. All three men were kept in the holding cell at the South St. George Police Station and escaped lawful custody, on Sunday the 18th of February, 2024,” a February 22 RGPF statement said. They were recaptured on Feb. 21 by the Royal St. Vincent and the Grenadians Police Force.“Preliminary information emanating from investigators in St. Vincent suggests that the three men made their way to St. Vincent via a yacht which was docked in the St. George area,” the RGFP statement said. “The RGPF is currently working on leads that suggest that the two occupants of the yacht may have been killed in the process.”The cruising community has been deeply shaken by the tragedy. “Kathy Brandel and Ralph Hendry are veteran cruisers and longtime members of the Salty Dawg Sailing Association from its earliest days,” the group said. “Warm-hearted and capable, they both contributed to building the SDSA, and Kathy sat on the association’s board for two years.” SDSA President Bob Osborn said, “I think this has given everyone pause for thought…There’s been a lot of conversation about risk tolerance.” There’s always an element of risk to sailing and cruising—just as there is to many activities, like walking through any large city in the U.S.—but he says cruisers need to remain diligent, do their homework in advance about passages they make and places they are staying, and stay in communication with other cruisers. He emphasized that extreme violence like this against cruising sailors is extremely unusual. “In all my years of cruising the Caribbean, I have never heard of anything like this,” Osborn said. “This is a horrible tragedy.” But, he added, “This is not common. This was a random act of violence that could happen anywhere.” To help family members with the considerable expense of dealing with what has happened and the investigation, friends have established a gofundme fundraiser. Those who wish to help can access it here: <a href="https://nam02.safelinks.protection.outlook.com/?url=http%3A%2F%2Fclicks.memberclicks-mail.net%2Fls%2Fclick%3Fupn%3DRPQkXNTmXCvc7iTXuNrj-2BnS0mT2NhJ3HJJrmbhNNsx-2F26L7ZuVw75Urbxt9FZVPZjUVZUc3JXcLJeWllt1WlaO9PzguOWzqqIfs32XoyLUF3umNoiM0ntl3e81cfwD-2FcdKNL_zBrk0dYoSt4WtNlUn3Mai0qzatVN8xpGdE8grEV-2Fp6JGEhazlVh3rwyRPxY2inymechkU3eHlhsjUy1wdCvOV4q8ZqUMsaofyzaYGWhcm5x2aRrpXXIw6nAPLfowBYOWJhGSkE83ge27HTIBdFuRsapjtHitLHgGg2idqgAYrgqRiG4vRmYbN-2BEzW6FMfce5RuOyLzLGLFKqz03Yt3-2F6AXzikQJ4Z9R1UcBYln5KvAnSw4yP0b07oRnvIz0ekl9uJd9ZoLwGzL-2BS31Fk9PnpwqAkAx9ycqeX5n96gijKFgmvc-2F0bRkMpS9I1yUD0xxtcTuh5iGnXphHluJ8qZbOh1Q-3D-3D&data=05%7C02%7Cwclarke%40aimmedia.com%7Cb368e73dc56448042e6f08dc35774729%7C8e799f8afc0b4171a6cfb7070a2ae405%7C0%7C0%7C638444033624295447%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C0%7C%7C%7C&sdata=ViUNBHDwdBmekcj42DrFdUVSi40B637A%2Bo%2F2Ry%2F4M8o%3D&reserved=0">gofundme.com/f/kathy-brandel-and-ralph-hendry</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"><media:title>simplicity-1-cropped</media:title><media:credit><![CDATA[Photo courtesy of Salty Dawg Sailing Association]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"><media:title>simplicity-1-cropped</media:title><media:credit><![CDATA[Photo courtesy of Salty Dawg Sailing Association]]></media:credit></media:content></item><item><title><![CDATA[New Boat Hallberg-Rassy 40C]]></title><description><![CDATA[Hallberg-Rassy builds carry a reputation of solid offshore cruising boats. However, the forecast for my date with the 40C was among the lightest air the Annapolis area could offer. Arriving at the boat, a few more ripples danced across the water than expected, but this vessel was not about to ...]]></description><link>https://www.sailmagazine.com/boats/new-boat-hallberg-rassy-40c</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/new-boat-hallberg-rassy-40c</guid><category><![CDATA[Sailing]]></category><category><![CDATA[boats]]></category><category><![CDATA[Boat Reviews]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[boat review]]></category><dc:creator><![CDATA[Adam Cove, SAIL Technical Editor]]></dc:creator><pubDate>Mon, 11 Mar 2024 12:51:37 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5MDk2ODM3NDAwMTU4/00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5MDk2ODM3NDAwMTU4/00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy.jpg" height="800" width="1200">
<figcaption>The Hallberg-Rassy 40C underway.Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;</figcaption>
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Hallberg-Rassy builds carry a reputation of solid offshore cruising boats. However, the forecast for my date with the 40C was among the lightest air the Annapolis area could offer. Arriving at the boat, a few more ripples danced across the water than expected, but this vessel was not about to highlight her heavy weather chops. Instead, after an afternoon cruise with not much more than 6 knots of breeze, I walked away impressed with the Germán Frers design’s light air capability.As we pulled away from the dock, hull No. 14 (of 33 built to date) carried a suit of Elvstrøm laminated sails on Seldén furlers; the main on an electric in-mast furler, a 110% jib on a through-deck electric furler, and a code zero on a CX-25 continuous furler. I should clarify that we didn’t just pull away from the dock, we moved with precision. With bow and stern thrusters and a nearly silent Volvo Penta D2-60 auxiliary (thanks to well-installed insulation), the 40C allowed easy communication and boat positioning from the helm to effortlessly slip the docklines and begin our journey down Whitehall Creek. In search of wind, we motored through Whitehall Bay and into a calm Chesapeake Bay. Trying our luck with 4 knots showing 64 feet off the water, we unfurled the main and code zero from the comfort of the cockpit and began sailing. As the momentum from powering dissipated, the wind also dropped to 3 knots. However, the 40C maintained between 2 and 2.6 knots of boat speed at 60 degrees apparent wind angle (AWA). It was tough to argue with nearly matching the wind speed with our boat speed, even if it was flat water. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1MjczNTQ5/01-200706070750-hr40c-saloon-standardgalley01531mrassy-copy.jpg" height="800" width="1200">
<figcaption>Salon seats here are bench-style, but you can opt for the classic H-R single chairs. Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;</figcaption>
</figure>
Perhaps someone did a wind dance while the rest of us weren’t looking, because next we knew, the wind was back between 4 and 5 knots and our speed through the water jumped to 4.1 knots at 55-degree AWA. The code zero is a great addition on this boat. A roaring 5-6 knots of breeze bumped our speed another half knot to 4.6 knots at a similar angle. Checking the crossover with the jib, we swapped headsails and managed to keep 4 to 4.3 knots of speed at a tighter angle of 45 to 50 degrees AWA. The tacking angles were far from tight, as could be expected from almost any cruising yacht in these conditions, but the 40C kept moving through the water with a smooth and fully balanced helm.I would have been curious to feel the helm at higher wind speeds. I enjoy a touch of weather helm so that the boat can talk to me. Light air limits that, but I can say that even subtle movements of the wheel did affect the course of this twin-rudder 40-footer.Exceeding expectations is among the best ways to provoke smiles; the 40C was a pleasure to enjoy a light air afternoon wandering around the Chesapeake. With a fading breeze, we didn’t fly the asymmetrical spinnaker on our way back, but I did gain a further appreciation for the details that Hallberg-Rassy put into the boat.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1MzM5MDg1/04-200105104614-hr40cgalley6971lfruchaud-copy.jpg" height="800" width="1199">
<figcaption>The galley comes in two sizes, both offshore capable in layout and design. Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;</figcaption>
</figure>
Moving throughout the boat, I was rarely short of a handhold or a place to brace myself. Even the interior wooden coaming sported an ergonomic milled grip on the inside that added an extra level of comfort and security at every horizontal surface. The galley, wonderfully large for a 40-footer, carried this same theme of offshore capability in its layout, making it possible to deliver a delicious meal to the crew (and not the cabin sole) in rough conditions. From the integrated pull-out cutting board to the day fridge and additional fridge/freezer behind the nav station, it’s clear the designer was thinking about passage making. A deck-stepped mast maximizes interior space and helps to keep the cabin dry. A generous number of Air-Only deck ventilators contribute to the same mission while also helping to regulate the interior temperature. To ensure that the more hidden spaces receive some of this airflow, carefully spaced, coated wooden strips, offset from the interior hull surface, provide subtle ventilation. Details like this carry through to the boards beneath the bunk cushions, which are outfitted with a pattern of holes that allow the fabric to breathe. Accessing the area below these panels is simple, as the boards are hinged, and a measured lanyard secures them and traps the cushion. Exploring the area under the V-berth, I came across a unique addition; a sealed bottle of distilled water with a hand pump was plumbed into the forward battery compartment. Topping up the fluid in these lead-acid batteries would just require a few pumps—no mess or disassembly! Making maintenance items easy means they will get done. It also emphasizes the attention to detail in the design and build process. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1NDA0NjIx/02-200101092246-hr40c-charttable-7214-lfruchaud-copy.jpg" height="800" width="1199">
<figcaption>The nav station faces forward to port, beside the passage leading to the aft cabin.Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;</figcaption>
</figure>
A word about batteries: The boat has two separate 12-volt DC circuits. The standard setup has a starting bank consisting of a 95Ah lead-acid battery and a house bank with two lead-acid batteries that form a 240Ah deep-cycle bank. Both are charged via the 115-amp alternator on the engine. Our test boat had the upgraded battery system—an additional 480Ah of deep-cycle lead-acid storage and an extra alternator on the engine. A lithium battery package is also available. Pulling back floorboards and other access hatches, the meticulous craftsmanship continued to present itself. Wires and hoses were labeled with waterproof tags indicating their purpose; seacocks were quickly reachable. A large-format, clean electrical diagram covered the back side of the door of the main breaker panel—troubleshooting advice right where it was needed.The engine compartment is a marine mechanic’s dream, large enough for two people to work on the engine simultaneously and with built-in lighting. A sizable aft door provides the most convenient entrance to the room, but the companionway stairs also lift to allow secondary access to the engine and optional generator. Steering system access follows the same pattern, with quick entry through the aft cabin to the Lewmar mechanicals and Raymarine autopilot. This would not be a proper discussion of a boat without mentioning the head. Hallberg-Rassy placed the blackwater tank outboard of the head, against the hull. This means that it can gravity drain when cruising offshore. A macerator pump and complicated plumbing is therefore eliminated, and with that, so is the likelihood of a clog. While a separated shower and head would have been ideal, the combined arrangement is laid out such that there is a comfortable amount of space without compromising safety in a seaway. A nice addition is a rod that snaps into place for hanging wet foulies in the shower. The forward-facing nav station is comfortable and features more beautifully completed wiring behind the instrument panel, allowing access to the Mastervolt solar charge controllers, Raymarine VHF and AIS, 12-volt system control switches, gauges, and the associated wiring network. Generous storage for charts, guides, instruments, and even a secure pencil holder, places everything at a navigator’s fingertips. A secondary plotter was not in place but could be installed as an option. The nature of these Swedish builds allows them to be highly customizable, and this vessel was purpose-built for her owner. Above deck, the 13-foot, 8½-inch beam is carried all the way aft on the optional teak decks. The central cockpit is secure and sized to match a 44-foot Hallberg-Rassy design, enhancing outdoor living. It has the effect of making the boat feel more manageable, despite the 40-foot, 4-inch length and 24,250 pounds dry weight. Main, jib, and spinnaker halyards remain on the mast, while the other control lines lead to the cockpit. This works nicely to minimize clutter in the cockpit, while still providing convenience. Two Lewmar secondary <a href="https://www.sailmagazine.com/review/anchor-winch/">winches</a> and a pair of electrified Lewmar primary winches adorned the sides of the cockpit, with the primaries easily reached from the helm. Another indication that this vessel was designed by sailors is the dedicated mainsheet winch and the traveler behind the helm. Easy access to easing the main equates to better control in every maneuver. And while so many other manufacturers have done away with a traveler, it’s an asset that adds flexibility to a sailplan and enhances control in all conditions.<iframe width="560" height="315" src="https://www.youtube.com/embed/AwO63te5Yzk" frameborder="0" allowfullscreen></iframe>The cockpit contains integrated liferaft storage just aft of the gas-spring companionway door. Further details range from deck scuppers that drain below the waterline to keep the topsides looking sharp, to a windlass whose motor is in a compartment separate from the anchor locker (but easily accessible from below) to protect it from corrosion.Each build is hand-laminated with a vinylester-based barrier coat and foam-cored outside of the keel area. This core doubles in purpose to provide insulation in extreme climates. Depending on your intended cruising grounds, the boat comes standard with a 6-foot, 4-inch draft but can also be ordered with an optional shallow draft keel. Both are lead to maximize stability. The profile appearance of the boat may be a bit lacking, but every design carries compromise—that’s the nature of yacht design. Hallberg-Rassy clearly has their eye on broader performance with this model, and this evolution has brought about a longer waterline and more initial stability through a plumb bow and wide transom. The taller mast also departs from the older designs and has pushed the main into being the power sail on the 40C. While seemingly no less capable of crossing oceans than her predecessors, the increased flexibility of this design means a new era of light air cruising for Hallberg-Rassy’s bluewater machines. I now feel fortunate that the wind never amounted to much during our time together and the 40C had the chance to dance across those still waters of the Chesapeake. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk3MjAzNzA5MDA1/09-hr-40c-profile.jpg" height="800" width="1194">
<figcaption>Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;</figcaption>
</figure>
LOA/LWL 42’10” 38’6”Beam 13’ 8½”Draft 6’4” (standard)Air Draft 64’10”Displacement (light): 24,250 lbsBallast 8,050 lbsSail Area 970 sq ft (main and working jib), 1,040 sq ft (optimized main and working jib), code zero and A-spin optionalPower Volvo Penta D2-60Designer Germán FrersBuilder Hallberg-Rassy, <a href="http://www.halberg-rassy.com">www.halberg-rassy.com</a>Base price $520,000 (based on Jan. 2024 conversion rate)<a href="https://my.sailmagazine.com/pubs/WS/SAL/sail_digital.jsp?cds_page_id=268785&cds_mag_code=SAL&id=1709995272108&lsid=40690841118043099&vid=1&_gl=1*zd9pnb*_ga*MTkxMDk0MTY1Ny4xNjczNjIxMDgy*_ga_QLEWEHQ4BL*MTcwOTk5NTI3MS42NjUuMC4xNzA5OTk1MjcxLjYwLjAuMA..">SUBSCRIBE to SAIL here!</a>March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5MDk2ODM3NDAwMTU4/00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5MDk2ODM3NDAwMTU4/00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy.jpg"><media:title>00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy</media:title><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5MDk2ODM3NDAwMTU4/00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy.jpg"><media:title>00-lead-210805080056-hr40csailing-sunset2378lfruchaud-copy</media:title><media:description><![CDATA[The Hallberg-Rassy 40C underway.]]></media:description><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1MjczNTQ5/01-200706070750-hr40c-saloon-standardgalley01531mrassy-copy.jpg"><media:title>01-200706070750-hr40c-saloon-standardgalley01531mrassy-copy</media:title><media:description><![CDATA[Salon seats here are bench-style, but you can opt for the classic H-R single chairs. ]]></media:description><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1MzM5MDg1/04-200105104614-hr40cgalley6971lfruchaud-copy.jpg"><media:title>04-200105104614-hr40cgalley6971lfruchaud-copy</media:title><media:description><![CDATA[The galley comes in two sizes, both offshore capable in layout and design. ]]></media:description><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk2OTM1NDA0NjIx/02-200101092246-hr40c-charttable-7214-lfruchaud-copy.jpg"><media:title>02-200101092246-hr40c-charttable-7214-lfruchaud-copy</media:title><media:description><![CDATA[The nav station faces forward to port, beside the passage leading to the aft cabin.]]></media:description><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NDYxNjk3MjAzNzA5MDA1/09-hr-40c-profile.jpg"><media:title>09-hr-40c-profile</media:title><media:credit><![CDATA[Photo&colon; Ludovic Fruchaud, courtesy of Hallberg-Rassy&period;]]></media:credit></media:content></item><item><title><![CDATA[How Cole Brauer Captured The World]]></title><description><![CDATA[Sailing hasn’t been a sport of the masses during Cole Brauer’s lifetime. In fact, there’s a full generation of young adults who grew up after the United States’ America’s Cup golden age, after the era when non-sailors and national media followed the sport. Solo ocean racing in particular has always ...]]></description><link>https://www.sailmagazine.com/racing/how-cole-brauer-captured-the-world</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/how-cole-brauer-captured-the-world</guid><category><![CDATA[Global Solo Challenge]]></category><category><![CDATA[Sail Racing]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sailing]]></category><dc:creator><![CDATA[Lydia Mullan]]></dc:creator><pubDate>Fri, 08 Mar 2024 17:18:18 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTY2MzY2/00-lead-richard_mardens-01717.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTY2MzY2/00-lead-richard_mardens-01717.jpg" height="800" width="1200">
<figcaption>Photo Courtesy of Richard Mardens, Cole Brauer Ocean Racing</figcaption>
</figure>
<iframe height="200" width="100%" src="https://playlist.megaphone.fm/?e=AIMED3478461162"
frameborder="0" scrolling="no"/></iframe>Sailing hasn’t been a sport of the masses during Cole Brauer’s lifetime. In fact, there’s a full generation of young adults who grew up after the United States’ America’s Cup golden age, after the era when non-sailors and national media followed the sport. Solo ocean racing in particular has always been the purview of the French, and with a few notable exceptions rarely has showcased Americans, let alone as front runners gaining celebrity status. So, it was a surprise to many of us when <a href="https://www.instagram.com/colebraueroceanracing/">Cole’s Instagram</a> account rocketed from 10,000 to nearly half a million followers over a handful of months in late 2023 and early 2024. She was competing in the <a href="https://globalsolochallenge.com/">Global Solo Challenge</a>, a solo, nonstop, round-the-world race, and her daily updates quickly captured the attention of the masses. In less than six months, she went from relatively unknown to being featured in The New York Times, People magazine, and on The Today Show. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg" height="800" width="1200">
<figcaption>Philippe Delamare, who won the Global Solo Challenge, presents the trophy to Cole Brauer, who finished second.Photo&colon; James Tomlinson</figcaption>
</figure>
In the interest of full disclosure, I’ll mention that I have spent recent months working double duty as SAIL’s managing editor from 9-5 and as Cole’s media manager from 5-9. (Literally. Depending on where in the world she is and what hours of daylight that corresponds with, my work has rotated around the clock.)But Cole didn’t set out to become a celebrity. She set out to prove a point. Her career as a professional sailor had seen the gamut from skepticism to outright dismissal. On smaller circuits, she found she was regularly paid less than her male counterparts, even when they were younger and less experienced than her. After trying out for an Ocean Race campaign in 2022, she was told that at 5 feet, 2 inches tall and 100 pounds, she was simply too small for the Southern Ocean. “I’d always wanted to sail around the world before I turned 30,” Cole says. “I didn’t specifically want to do it on my own, but if no one was going to take a chance on me, I was going to have to go alone and prove them wrong.”The proof of concept came in the form of winning the 2023 Bermuda 1-2 with co-skipper Cat Chimney, crossing the line more than 12 hours ahead of the next competitors in both legs and becoming the first all-female team to win the event. Cole had been captaining the Class40 First Light (formerly Dragon) long enough to know its strengths and weaknesses intimately, and when new owners offered to let her compete on the boat during the summer of 2023, she used all of that expertise to her advantage. The Bermuda 1-2 rocketed her to local renown. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3NTE4/lm_img_8280.jpg" height="800" width="1200">
<figcaption>Apropos to her boat's name, First Light, Cole Brauer makes her way through the dawn off A Coruña, Spain, to the Global Solo Challenge finish line.Photo&colon; Lydia Mullan</figcaption>
</figure>
“After the Bermuda 1-2, I was just planning to take some time off, but the boat’s owners were like ‘What’s next?’ ” she remembers. “They really encouraged me to dream bigger.” Cole and I met in person for the first time in September 2023 when she was preparing First Light for the transatlantic shakedown that would take her to the start of the Global Solo Challenge. The shed of Safe Harbor Newport Shipyard was buzzing with activity in the late summer heat, and she took a break from packing the boat to give me and SAIL Editor-in-Chief Wendy Mitman Clarke a tour. What struck me most—more than her spirited demeanor, big dreams, or off-the-cuff expertise in all things First Light—was the loyalty she inspired in her team. Even then, before the race or the media spectacle started, she exuded a charisma that drew people in. That would become the hallmark of her campaign around the world. <aside>“You’ve helped bring a whole new audience and level of engagement to ocean sailing.” (davek4211)</aside><figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDIyODczOTYxODE4/jgt_4217.jpg" height="800" width="1200">
<figcaption>From First LIght's bow, Cole fires off the flares, the finish-line ritual she says she was most looking forward to.Photo&colon; James Tomlinson</figcaption>
</figure>
The Global Solo Challenge began on August 26 when the first competitor, Dafydd Hughes, set out from A Coruña, Spain. The event was organized with a pursuit start, assigning each competitor a start date based on their boat’s speed rating. Cole’s race began two months later, on October 29, when she and six other competitors made up the largest starting cohort of the race. Of the 20 boats originally registered for the race, ultimately only 16 made it to the racecourse, and at press time only half were still in the running to reach the finish. There have been dismastings, autopilot failures, medical issues, and the constant looming pressure of the time gates meant to keep sailors on track and out of the Southern Ocean during the more dangerous months.All that is to say that making it to the end of an event like the Global Solo Challenge is a feat on its own, before taking into account that upon finishing, Cole would become the first American woman to race solo nonstop around the world. As the youngest and only female skipper in the race, she was something of an oddity.Before the race, she’d told me she wanted to be a different kind of ocean racer. “You see people in these races and they’re always so serious. They’re exhausted, they’re miserable. I don’t want to be like that. What’s the point in having an adventure like this if you’re not going to enjoy it?” I couldn’t argue with that logic. “I want to show people that they can have their dreams, and they can also find time to watch Netflix while they’re doing it. That it’s OK to take care of yourself and enjoy being out there.”Cole’s painted nails, laundry days, on-deck dance parties, and bubbly demeanor certainly raised some eyebrows, but it also set her apart as a new kind of ocean racer, someone relatable and human. We watched the demographic breakdown of her Instagram followers closely in the early days of the race and noted that there were two kinds of people particularly captivated by her story, women her age, and men her parents’ age—the people who saw themselves in her, and the people who were most surprised to see someone like her doing what she was doing. Once again, she had something to prove.<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2NjY3NDAxNTYy/10-screenshot_20240302-111808.jpg" height="435" width="1200">
<figcaption>Her Instagram has chronicled the ups and downs of four months at sea.Photo courtesy of James Tomlinson, Cole Brauer Ocean Racing</figcaption>
</figure>
It only took a few weeks to realize her account was a runaway train. Our shore team checked in every day to note the latest sailor she’d surpassed in followers. Olympians, Vendée Globe sailors, SailGP, the America’s Cup, her own mentors and role models...20,000 became 50,000, then 100,000. One day she had as many followers as an 11th Hour Racing Team sailor, and shortly after she had as many as the whole team combined. And then there was no one left. We couldn’t find a single competitive sailor, campaign, or class with a bigger Instagram following than Cole. She’d cracked the social media code and, for the first time in a long time, a racer had crossed the line to mass appeal. Over and over again we heard people say, “I’m not a sailor, I don’t know how you ended up on my page, but I am so inspired by what you’re doing.”<aside>“I show my eight-year-old daughter your videos. I never had this kind of inspiration as a young girl. You make me so excited for her future.” (cathysurgeonerdesign)</aside>The trade winds were gorgeous, the doldrums were brief, and aside from a stint with suspected food poisoning in the first week, life in the Atlantic suited Cole. For a month she dueled fellow American skipper Ronnie Simpson south, managing to stay ahead as they turned east and rounded the Cape of Good Hope. That’s where the race’s drama took a turn, shifting from a sailing race to a boat-fixing race. Ronnie’s mainsail ripped. For Cole, first it was the autopilot, then a rudder reference. The former resulted in one particularly bad broach that tossed Cole across the boat, badly injuring her ribs in a car-crash-level impact. She lay still for a long while after, praying this wasn’t the end of her race, unsure if she’d be able to move if she tried. All of it was captured by the on-board cameras. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk5MDMxOTAy/02-jgt_9893.jpg" height="800" width="1200">
<figcaption>Cole had to be an expert in everything from electronics to mechanics to skipper on First Light.Photo courtesy of James Tomlinson, Cole Brauer Ocean Racing</figcaption>
</figure>
We shared some of the footage of the incident online, but not all of it. Some of it was too violent, some too difficult to watch. But Cole had been candid about the highs and lows up until that point, and she wanted to be truthful with her viewers about how shaken she was by the incident.“I’m OK, checked in with the medical team, the boat’s OK, everything’s fine, but you can never lose respect for the ocean, that is for sure,” she told them later that day. It was about that time in the race that we saw an influx of what the team affectionately called “Cole’s internet parents.” The comments were full of worriers, advice givers, and cheerleaders. So proud of you! Where’s your tether? Haven’t seen an update today, is everything OK? <aside>“I am not into sailing; however I came across your feed and am fascinated by what you are doing and love the daily post. You are teaching us land lovers as you go which is cool.” (pappaschu)</aside>The follower demographics had shifted, equalizing across ages and genders, but the 55- to 65-year-old women were her champions. “I think for some of them, they see me out here following my dreams, and they didn’t have the opportunities that I have, so it means a lot to them to see me doing it,” Cole says. As she navigated the cascading weather systems of the Southern Ocean, another issue cropped up. Her hydrogenerator started its rocky decline, needing days on end of maintenance and rebuilding. Ultimately, she was sailing too fast for the turbine, putting it in constant danger of overheating. But with no hydrogenerator and the dense cloud cover in the south, there was little power to spare. Cole had to ration her electricity, shutting down Starlink for stretches of time to make sure she could continue running her instruments or watermaker. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTAwODMw/01-image00001.jpg" height="800" width="1067">
<figcaption>Cole’s journey around the world has resulted in some spectacular sights. Photo courtesy of Cole Brauer Ocean Racing</figcaption>
</figure>
Sailors generally don’t expect to have constant connectivity between an offshore boat and those of us warm and dry at home, but Cole’s following wasn’t primarily made up of sailors. Reaching outside of the sailing world turned out to be a double-edged sword. Many of the followers were used to influencers whose main job was to create content, not professional athletes who were doing it as a fun side project mid-competiton. During the whole race she never went more than 24 hours without a post, but even that wasn’t enough to keep the worrying at bay. <aside>“I don’t know much about sailing, but your attitude and strength have really inspired me since I started following you. Can’t wait to see more!” (lace.up_03)</aside>On the approach to Cape Horn, Cole and her weather router, Chelsea Freas, made the tricky tactical decision that she should hold back for a day to position First Light just so in order to slalom two massive systems while rounding the most famously treacherous passage on Earth. During that time, she was in low-power mode, unsure when she’d be able to get back online. The tsunami of comments and questions was overwhelming, and Chelsea and I did our best to keep people calm and answer as many questions as possible, but we knew they wouldn’t be happy until they heard Cole’s chipper, “Good morning!” and saw her signature shaka again. There was undoubtedly pressure on Cole to maintain constant flow of content, and most days I think it was a welcome creative outlet for her, helping to stave off isolation and monotony. But when things were stressful or the conditions were especially rough, it created a perfect storm of people having the most concerns just as Cole had the least bandwidth to assuage them. As she continued the long slog north through the Atlantic, she was met with boat-breaking conditions—in some cases worse than the Southern Ocean because of the angle of the sea state or mountains of sargasso seaweed requiring near constant backdowns. In one week in late February, the race lost three competitors, including Ronnie, who was dismasted after days of battling intense storms in the south Atlantic. Five boats, a third of the fleet, retired in February. After more than 100 days at sea for most of them, it was hard to watch and a very real reminder that you can never get complacent.From dancing on deck in a pink dress on New Year’s Eve to live streaming her rounding of Cape Horn, her race has been full of show-stopping moments, all of them rich with Cole’s signature brand of joie de vivre. But she never let documenting her adventure get in the way of actually sailing it. On the contrary, the fact that she was having fun kept her motivated and dialed in. She’d stayed ahead of the rest of the October 29th pack and spent the Indian Ocean picking off competitors one by one. By the time she passed south of Hobart where Dafydd was stopped for repairs, she’d climbed to second place on the leader board. <aside>In awe of your composure, resourcefulness, bravery, and positivity. Following closely from the sailing capital of the US, Annapolis, Maryland. (davek4211)</aside><section>
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<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk5MTYyOTc0/04-richard_mardens-04863.jpg" height="800" width="1104">
<figcaption>Cole was the youngest and only female skipper in the race.Photo Courtesy of Richard Mardens, Cole Brauer Ocean Racing</figcaption>
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View the 5 images of this gallery on the
<a href="https://www.sailmagazine.com/racing/how-cole-brauer-captured-the-world">original article</a>

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</section>Ultimately, Philippe Delamare’s Actual 46, Mowgli, proved uncatchable, completing the race on February 24 in 147 days. On March 7, Cole crossed the finish line second after sailing for 130 days. Even with an assigned start a whole month after Philippe, she made up half the difference. In addition to being the first American woman to race solo nonstop around the globe, Cole also set a new Class40 circumnavigation record, shaving seven days off the previous best.Cole attributes much of her skill on the racecourse to having so many miles on First Light ahead of the race during her time as its captain. They are old friends. She can anticipate changes in the conditions or needed maintenance just by the changing sounds of the boat. Also in her corner is the financial backing of a private sponsor, which is particularly hard to come by for American sailors. Hopefully her success will help pave the way for more corporate interest in sponsoring future campaigns on this side of the Atlantic. Another game changer on First Light was Starlink. We had near constant connection to her around the world save for the interruptions in her ability to power the system. This access would’ve been unimaginable just a decade ago.<figure>
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<figcaption>Cole and her shore team celebrate on board First Light after the finish.Photo&colon; Alvaro Sanchis</figcaption>
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There’s no doubt these technological advances have made it possible to showcase offshore sailing like never before, and Cole will be the first to tell you the connections she’s made with her supporters along the way have been some of the most joyful, touching parts of her adventure. But it does beg the question of whether her unprecedented success has set an impossible standard for the future of campaign media. Is it going to become the norm that these athletes must also be social media stars? And how will it change that delicate sponsorship ecosystem?As for what’s next for Cole, she’s taking a little time off to catch her breath and adjust to her newfound fame. But she plans to be racing again by summer and is exploring the idea of upgrading to IMOCA 60 sailing with an eye towards launching a Vendée Globe campaign for another go around the world in a few years. <h3>The Global Solo Challenge</h3>The inaugural Global Solo Challenge sent sailors around the world via the three Great Capes, starting and finishing in A Coruña, Spain. Sixteen skippers set off over three months in late 2023, including three Americans. Competitors sailed solo but were allowed outside support and to stop for repairs, accruing a time penalty for the latter. Competitors could sail any kind of boat provided it was not purpose built for the race, making it a relatively budget-friendly event. However, the pursuit start aimed at correcting for different boatspeed potentials has drawn some criticism in part because, with three months separating the first and last start date, skippers faced vastly different conditions and seasonal weather. Still, it made for an exciting race with many close rivalries and high stakes routing decisions throughout.<a href="https://my.sailmagazine.com/pubs/WS/SAL/sail_digital.jsp?cds_page_id=268785&cds_mag_code=SAL&id=1709995272108&lsid=40690841118043099&vid=1&_gl=1*zd9pnb*_ga*MTkxMDk0MTY1Ny4xNjczNjIxMDgy*_ga_QLEWEHQ4BL*MTcwOTk5NTI3MS42NjUuMC4xNzA5OTk1MjcxLjYwLjAuMA..">SUBSCRIBE to SAIL here!</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTY2MzY2/00-lead-richard_mardens-01717.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTY2MzY2/00-lead-richard_mardens-01717.jpg"><media:title>00-lead-richard_mardens-01717</media:title><media:credit><![CDATA[Photo Courtesy of Richard Mardens, Cole Brauer Ocean Racing]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTY2MzY2/00-lead-richard_mardens-01717.jpg"><media:title>00-lead-richard_mardens-01717</media:title><media:credit><![CDATA[Photo Courtesy of Richard Mardens, Cole Brauer Ocean Racing]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg"><media:title>jgt_4471</media:title><media:description><![CDATA[Philippe Delamare, who won the Global Solo Challenge, presents the trophy to Cole Brauer, who finished second.]]></media:description><media:credit><![CDATA[Photo&colon; James Tomlinson]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3NTE4/lm_img_8280.jpg"><media:title>lm_img_8280</media:title><media:description><![CDATA[Apropos to her boat's name, First Light, Cole Brauer makes her way through the dawn off A Coruña, Spain, to the Global Solo Challenge finish line.]]></media:description><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDIyODczOTYxODE4/jgt_4217.jpg"><media:title>jgt_4217</media:title><media:description><![CDATA[From First LIght's bow, Cole fires off the flares, the finish-line ritual she says she was most looking forward to.]]></media:description><media:credit><![CDATA[Photo&colon; James Tomlinson]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2NjY3NDAxNTYy/10-screenshot_20240302-111808.jpg"><media:title>10-screenshot_20240302-111808</media:title><media:description><![CDATA[Her Instagram has chronicled the ups and downs of four months at sea.]]></media:description><media:credit><![CDATA[Photo courtesy of James Tomlinson, Cole Brauer Ocean Racing]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk5MDMxOTAy/02-jgt_9893.jpg"><media:title>02-jgt_9893</media:title><media:description><![CDATA[Cole had to be an expert in everything from electronics to mechanics to skipper on First Light.]]></media:description><media:credit><![CDATA[Photo courtesy of James Tomlinson, Cole Brauer Ocean Racing]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU5NTU2Mzk4OTAwODMw/01-image00001.jpg"><media:title>01-image00001</media:title><media:description><![CDATA[Cole’s journey around the world has resulted in some spectacular sights. ]]></media:description><media:credit><![CDATA[Photo courtesy of Cole Brauer Ocean Racing]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDIyODczODk2Mjgy/alvarosanchis-02462.jpg"><media:title>alvarosanchis-02462</media:title><media:description><![CDATA[Cole and her shore team celebrate on board First Light after the finish.]]></media:description><media:credit><![CDATA[Photo&colon; Alvaro Sanchis]]></media:credit></media:content></item><item><title><![CDATA[Cole Brauer Makes Her Own Sailing History ]]></title><description><![CDATA[When Cole Brauer crossed the finish line of the Global Solo Challenge in A Coruña, Spain, early today, she was met with scores of fans and well wishers, as well as friends and family she hadn’t seen in four months. She was also met with the race’s first-place finisher, Philippe Delamare, whose ...]]></description><link>https://www.sailmagazine.com/racing/cole-brauer-makes-her-own-sailing-history-</link><guid isPermaLink="true">https://www.sailmagazine.com/racing/cole-brauer-makes-her-own-sailing-history-</guid><category><![CDATA[Sail Racing]]></category><category><![CDATA[Global Solo Challenge]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Racing]]></category><dc:creator><![CDATA[Lydia Mullan]]></dc:creator><pubDate>Thu, 07 Mar 2024 19:25:08 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Philippe Delamare, who won the Global Solo Challenge, presents the trophy to Cole Brauer, who finished second.Photo&colon; James Tomlinson</figcaption>
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When Cole Brauer crossed the finish line of the Global Solo Challenge in A Coruña, Spain, early today, she was met with scores of fans and well wishers, as well as friends and family she hadn’t seen in four months. She was also met with the race’s first-place finisher, Philippe Delamare, whose success on his Actual 46, Mowgli, has often been overshadowed by Cole’s massive media presence. Standing on the dock, Philippe presented the silver trophy to her. “He gave me the cup and said, ‘I look at you, and I see that you are the next generation of sailor’ and that’s really the only time I started to cry,” Cole said. She says the whole day hasn’t really sunk in yet and her records don’t feel real. “It just feels like I went for a little sail, and now I’m back.” Finishing second and becoming at 29 years old the first American woman to successfully race nonstop and unassisted around the globe via the Great Capes, Cole has become a worldwide media sensation in the process. She was both the youngest skipper and the only female sailor in the fleet of 16 boats that started the race. Her fan group chat was alight with messages all day yesterday. People shared photos of their livestream viewing setup, what kinds of celebratory drinks and snacks they were preparing, and most of all, speculation about what time Cole was due to arrive. With an arrival window firmly in the early morning darkness, everyone wanted to be sure they were setting their alarms early enough—everyone who wasn’t planning to stay up all night, that is. <figure>
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<figcaption>Apropos to her boat's name, First Light, Cole Brauer makes her way through the dawn off A Coruña, Spain, to the Global Solo Challenge finish line.Photo&colon; Lydia Mullan</figcaption>
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Cole’s following has grown over the past five months from around 13,000 followers to 400,000. And they are devoted. Some traveled all the way to Spain from the United States just to glimpse Cole as she crossed the finish line. One even told us that seeing Cole’s adventure inspired her to turn her life upside down, sell her house, and seek a more fulfilling life. In the group chat, someone shared a photo of a seven-monitor setup that would allow him to have multiple live streams, trackers, and feeds pulled up simultaneously. Cole’s shore team, family, friends, and fans began converging on Marina Coruña around 5 a.m. local time to board a small fleet of chase boats that would drive out to meet Cole under the cover of darkness. It took awhile, but eventually we managed to pick out the suspended green sparkle of her tricolor among the other lights on the horizon. <figure>
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<figcaption>From First LIght's bow, Cole fires off the flares, the finish-line ritual she says she was most looking forward to. Photo&colon; James Tomlinson</figcaption>
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As she approached, seeing other people again for the first time in over four months, the cheers went up. Though she wasn’t far from the finish, she needed to put a few tacks in to make it, offering the chase fleet a rare opportunity to watch her perform the maneuvers—seemingly the one aspect of life onboard that isn’t showcased on her Instagram account, but that’s only because she can’t film herself as she does it. Despite forecasts of rain, dawn broke softly on a pastel sky, a resplendent backdrop for a boat called First Light. Cole started her livestream, explaining what she was doing and how she was feeling as she made her approach. At 8:23 a.m. local time, March 7, 2024, she crossed the finish line, officially completing the Global Solo Challenge after starting on Oct. 29, 2023. Flares were lit like fireworks in the ritual Cole says she was most excited about upon returning to land. She finished in second place, setting a new Class40 around-the-world speed record and, via social media, bringing the niche realm of solo offshore racing into the mainstream and drawing in tens of thousands of people who don’t sail, let alone know anything about long-distance ocean sailing, but have been captivated by her journey. <figure>
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<figcaption>Cole and her shore team celebrate on board First Light after the finish.Photo&colon; Alvaro Sanchis</figcaption>
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Once back on the dock, Cole was inundated with press and well wishers. The local soccer club presented her with a jersey with her name on it and the number 54—her Class40’s number. Champagne was sprayed, and she was gifted a cappuccino and a box of the croissants she’s been craving since the Southern Ocean. Though she may have felt she “only went for a little sail,” the same could not be said for her family and fans who certainly felt the monumental nature of what she’d accomplished. There was no shortage of tears or meet and greets to pack into the morning. One question Cole says she gets most is “what’s next?” To which the answer is officially that she’s taking some time off before returning to sailing. Unofficially, she’s teased future around-the-world campaigns including the possibility of transitioning to an IMOCA 60. For now, though, First Light is going on the hard for maintenance and storage until the Bay of Biscay settles down somewhat for the season, and it becomes safe to move the boat to France. For more the Global Solo Challenge, go to <a href="http://globalsolochallenge.com">globalsolochallenge.com</a>, and for Cole Brauer, visit <a href="https://www.instagram.com/colebraueroceanracing/">colebraueroceanracing on instagram</a>.]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg"><media:title>jgt_4471</media:title><media:credit><![CDATA[Photo&colon; James Tomlinson]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3MjU4/jgt_4471.jpg"><media:title>jgt_4471</media:title><media:description><![CDATA[Philippe Delamare, who won the Global Solo Challenge, presents the trophy to Cole Brauer, who finished second.]]></media:description><media:credit><![CDATA[Photo&colon; James Tomlinson]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDM1MjIxOTI3NTE4/lm_img_8280.jpg"><media:title>lm_img_8280</media:title><media:description><![CDATA[Apropos to her boat's name, First Light, Cole Brauer makes her way through the dawn off A Coruña, Spain, to the Global Solo Challenge finish line.]]></media:description><media:credit><![CDATA[Photo&colon; Lydia Mullan]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDIyODczOTYxODE4/jgt_4217.jpg"><media:title>jgt_4217</media:title><media:description><![CDATA[From First LIght's bow, Cole fires off the flares, the finish-line ritual she says she was most looking forward to. ]]></media:description><media:credit><![CDATA[Photo&colon; James Tomlinson]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODU3NDIyODczODk2Mjgy/alvarosanchis-02462.jpg"><media:title>alvarosanchis-02462</media:title><media:description><![CDATA[Cole and her shore team celebrate on board First Light after the finish.]]></media:description><media:credit><![CDATA[Photo&colon; Alvaro Sanchis]]></media:credit></media:content></item><item><title><![CDATA[April Issue Sneak Peak!]]></title><description><![CDATA[The April issue of SAIL is here, and we’ve got your wanderlust covered as we head into spring. Here’s a preview of what you can look forward to! A charter in Corsica, the fourth-largest island in the Mediterranean, is an exhilarating mix of ancient towns, serene beaches, fabulous food, and untamed ...]]></description><link>https://www.sailmagazine.com/cruising/april-issue-sneak-peak</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/april-issue-sneak-peak</guid><category><![CDATA[Issue Preview]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Gear]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[cruising]]></category><category><![CDATA[Racing]]></category><category><![CDATA[Sail News]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Wed, 06 Mar 2024 12:57:50 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTQ3Nzg3ODUxMDk4/0x2a9615.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>Wild landscapes are part and parcel of sailing in Corsica. Courtesy of Dream Yacht Worldwide</figcaption>
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The April issue of SAIL is here, and we’ve got your wanderlust covered as we head into spring. Here’s a preview of what you can look forward to!<h3>Wild at Heart</h3><figure>
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<figcaption>A boat enters the magnificent Bay of Bonifacio on Corsica's south coast.Photo&colon; Michaela Urban</figcaption>
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A charter in Corsica, the fourth-largest island in the Mediterranean, is an exhilarating mix of ancient towns, serene beaches, fabulous food, and untamed landscapes. Eric Vohr takes us through cerulean waters, local markets, vigorous hikes, and a lively cultural mashup of Italian and French.<h3>Northern Light</h3><figure>
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<figcaption>A charter cat is moored Med-style in a protected arm of Croker Island in Lake Huron's North ChannelPhoto&colon; Charles Scott</figcaption>
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Charles Scott sails us through Canada’s North Channel, a freshwater gem situated between the north shore of Manitoulin Island and the shore of Lake Huron in Ontario. One-hundred-sixty miles long, it is remote, rugged, and pristine, with historic waterfront communities and a multitude of magical anchorages.<h3>Steady On</h3><figure>
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<figcaption>Peter Harken enjoys keeping up with the latest equipment and processes that keep Harken Inc. humming.Photo&colon; Harken Inc&period;</figcaption>
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At 86, Peter Harken remains as excited as ever about the company he and his brother, Olaf, founded. SAIL Editor-in-Chief Wendy Mitman Clarke sat down to talk with him about Harken Inc., as well as growing up during wartime, the stupidest sailing there is, what kind of boats he’d sail if he were just starting out today, and the importance of fun. <h3>Soul Sailor</h3><figure>
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<figcaption>Olivia Wyatt aboard her Ta Shing panda, Juniper, in French Polynesia.Photo&colon; Brandon Doheny</figcaption>
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Meet Olivia Wyatt, who’s been sailing her 34-foot Ta Shing Panda, Juniper, through the Pacific and is a provisional entrant in the next Golden Globe Race. “I am the type of person that wants big things to sink my entire self into…and I love to be consumed by a goal, otherwise I get super bored.”<h3>A New Balance</h3><figure>
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<figcaption>Hydrovane steering and Watt & Sea hydrogeneration have changed the passage-making game aboard the author's 36-footer.Photo&colon; Christopher Birch</figcaption>
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SAIL Contributing Editor Christopher Birch added Hydrovane wind steering and Watt & Sea hydropower to his 36-foot Morris Justine. He walks us through the process and describes how it’s working out so far.<h3>Weather Window: Pre-Frontal Troughs</h3><figure>
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<figcaption>Image&colon; weatherbell&period;com</figcaption>
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Cold fronts are nasty. But sometimes, the worst weather comes ahead of them. Marine Weather Center’s Chris Parker explains how to identify pre-frontal troughs so you can better prepare yourself and your boat for what’s coming. <h3>Boats and Their People</h3><figure>
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<figcaption>Charlie Langworthy and White Seal, his Cal 36.Photo&colon; Emily Greenberg</figcaption>
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Meet Charlie Langworthy and the 1966 Cal 36 that’s always been the boat for him—and now for his daughter, too.Plus…gear review of the ePropulsion Spirit 1.0 Plus dinghy outboard…Technical Editor Adam Cove sails the brand-new X-Yachts Xc 47 in Denmark…Charter Editor Zuzana Prochazka reviews the Seawind 1170 catamaran, a Top 10 Best Boats 2024 winner…catching up with sailors in the Atlantic Rally for Cruisers…Andy Schell on how best to reef in big wind offshore…and more!]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTQ3Nzg3ODUxMDk4/0x2a9615.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTQ3Nzg3ODUxMDk4/0x2a9615.jpg"><media:title>0x2a9615</media:title><media:credit><![CDATA[Courtesy of Dream Yacht Worldwide]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTQ3Nzg3ODUxMDk4/0x2a9615.jpg"><media:title>0x2a9615</media:title><media:description><![CDATA[Wild landscapes are part and parcel of sailing in Corsica. ]]></media:description><media:credit><![CDATA[Courtesy of Dream Yacht Worldwide]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MTEzMzc0/corsica.jpg"><media:title>corsica</media:title><media:description><![CDATA[A boat enters the magnificent Bay of Bonifacio on Corsica's south coast.]]></media:description><media:credit><![CDATA[Photo&colon; Michaela Urban]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk4MDQ3NTc4/northernlight.jpg"><media:title>northernlight</media:title><media:description><![CDATA[A charter cat is moored Med-style in a protected arm of Croker Island in Lake Huron's North Channel]]></media:description><media:credit><![CDATA[Photo&colon; Charles Scott]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5NDY2NTQ4NTcw/peterharken.jpg"><media:title>peterharken</media:title><media:description><![CDATA[Peter Harken enjoys keeping up with the latest equipment and processes that keep Harken Inc. humming.]]></media:description><media:credit><![CDATA[Photo&colon; Harken Inc&period;]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5NDY2NDgzMDM0/oliviawyatt.jpg"><media:title>oliviawyatt</media:title><media:description><![CDATA[Olivia Wyatt aboard her Ta Shing panda, Juniper, in French Polynesia.]]></media:description><media:credit><![CDATA[Photo&colon; Brandon Doheny]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTE2NzY2/a-new-balance.jpg"><media:title>a-new-balance</media:title><media:description><![CDATA[Hydrovane steering and Watt & Sea hydrogeneration have changed the passage-making game aboard the author's 36-footer.]]></media:description><media:credit><![CDATA[Photo&colon; Christopher Birch]]></media:credit></media:content><media:content medium="image" type="image/png" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODExODUwODU0OTY2NjE4/weatherwindow.png"><media:title>weatherwindow</media:title><media:credit><![CDATA[Image&colon; weatherbell&period;com]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0ODA4MTM5MTk3OTgyMzAy/boatsandpeople.jpg"><media:title>boatsandpeople</media:title><media:description><![CDATA[Charlie Langworthy and White Seal, his Cal 36.]]></media:description><media:credit><![CDATA[Photo&colon; Emily Greenberg]]></media:credit></media:content></item><item><title><![CDATA[From the Editor: Love Me, Love My Boat]]></title><description><![CDATA[Go ahead. Tell me who you love most in this world. I’m willing to bet that your boat makes the top five, perhaps the top three—even number one, depending upon where you are in your life at the moment. You can admit it; this is a safe space for this kind of giddy, largely privileged irrationality. ...]]></description><link>https://www.sailmagazine.com/cruising/from-the-editor-love-me-love-my-boat</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/from-the-editor-love-me-love-my-boat</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Opinion]]></category><category><![CDATA[Editor-in-Chief]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[boats]]></category><dc:creator><![CDATA[Wendy Mitman Clarke SAIL Editor-in-Chief]]></dc:creator><pubDate>Tue, 05 Mar 2024 12:47:37 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<iframe height="200" width="100%" src="https://playlist.megaphone.fm/?e=AIMED7482503949"
frameborder="0" scrolling="no"/></iframe>Go ahead. Tell me who you love most in this world. I’m willing to bet that your boat makes the top five, perhaps the top three—even number one, depending upon where you are in your life at the moment.You can admit it; this is a safe space for this kind of giddy, largely privileged irrationality. Love ruins everything, we all know that, and boat love is particularly hard to explain to people who don’t get it. Especially when your boat was born maybe even before you were. Or when it’s an absolute money pit, a former beauty that has fallen on hard times, and you know it’s a desperate and foolish thing and still, you can’t resist. There’s a Cal 40 that I’ve had this problem with for several years now. It’s sitting in a backwater Virginia boatyard, forlorn, its topsides tinted a mossy green. Trees aren’t quite growing out of the cockpit but it’s a close thing. I saw her first from a distance, a gaze across a crowded, smoky room, as it were, and like something out of a weird Hitchcock film my vision tunneled down and suddenly I was beside her, gobsmacked. Awed by her elegance, saddened by her solitude. A Cal 40. A legend. Just sitting here, dying slowly. I took photos. I showed them to my husband, who rebuilds, restores, and upgrades sailboats for a living. “We could do it!” I gushed. “She’d be perfect for us! She’d be fantastic! She sails like a witch!” Of course, he already knew that last bit—name me a racer of a certain era who doesn’t know the Cal 40 and get a little lust in their heart. The second time we visited her, it was enough to lure him to do a cursory hull inspection; he wasn’t displeased at the result. For a moment or two, I thought maybe I had him… He talked me down. He talks me down every time I drop by to look at her again, take more photos. He talked me down after I asked the yard to put me in touch with the owner, who would give us the boat because her father, dazzled by the design and the possibilities of the boat’s restoration, died before he could start it. He even talked down a mutual friend who got onboard and took more photos—and oh, is she rough—and suggested we team up, restore her to her former glory, and race her (and if you think that’s crazy talk, see Stan and Sally Lindsay Honey’s St. David’s Lighthouse division victory in the 2022 Newport Bermuda Race with their rejuvenated 56-year-old Cal 40, Illusion). We have the skills; all it would take is gajillions of hours and dollars. If we had both in abundance, I have little doubt we’d rescue her. But cooler heads have prevailed. So far.Instead, we have poured our time, talent, and money into another great older design, a Peterson 34, and even though in many ways she is impractical for the kind of sailing we plan ultimately to do with her, she also sails like a witch. More than that, our feelings about her are not rational. She’s not just an aggregate of fiberglass, epoxy, metal, and wood. She was our very first honest-to-god adult boat. Our kids grew up on her. She has hatched a thousand dreams, some of which have come true.If we were being practical, we’d stop this; we know we’d never get the money out of her that we put in because she’s too aged, she’s too uncomfortable by today’s standards (for gods sake, she doesn’t even have an indoor shower let alone a dishwasher!), she’s too old school, despite being updated with the latest and greatest. Still, we love her, and we know we probably always will. I know we are not alone in this affliction.So, in the March 2024 issue of SAIL, we’re starting a new section called Boats and Their People to tell more of these stories, to highlight some of the great boats and designs that many of us are still sailing, to celebrate the crazy love we feel and the blood, sweat, tears, and commitment we pledge to them. We begin with Laurie Fullerton’s story about John Stone and his Cape Dory 36, Far Reach, a bluewater cruiser, healer, and fulfiller of dreams. One more change you’ll notice in the March issue is that Andy Schell’s excellent “At the Helm” column will now occupy the final page in the magazine—prime writing real estate and a worthy place for Andy’s seamanship insights gained from his boundless enthusiasm and bluewater adventures with 59° North Sailing. Keep on sailing,Wendy<a href="mailto:wclarke@aimmedia.com">wclarke@aimmedia.com</a>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MTk0MjM1MjkwNjgyOTI2NzY5/wendy-2048px.jpg"><media:title>wendy-2048px</media:title></media:content></item><item><title><![CDATA[At The Helm: The Value of Mentorship]]></title><description><![CDATA[“When I saw the Horn at 3 o’clock this morning it gave me chills,” John Kretschmer said in a grainy video from the deck of his Kaufman 47 Quetzal in mid-December, hanging on the starboard shrouds and beaming with Cape Horn in the background. “It looks exactly like it did 40 years ago.” Forty years ...]]></description><link>https://www.sailmagazine.com/cruising/at-the-helm-the-value-of-mentorship</link><guid isPermaLink="true">https://www.sailmagazine.com/cruising/at-the-helm-the-value-of-mentorship</guid><category><![CDATA[Sailing]]></category><category><![CDATA[experience]]></category><category><![CDATA[Opinion]]></category><category><![CDATA[Sailboat Cruising]]></category><category><![CDATA[Mentorship]]></category><dc:creator><![CDATA[Andy Schell]]></dc:creator><pubDate>Mon, 04 Mar 2024 12:10:46 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNjE4NzgyMjg3MzU1/00-lead-190314john-k_1.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption> Andy and John on the foredeck of 59º North’s Swan 59 Icebear, anchored in Ile de Saintes off Guadeloupe in 2019. John’s Kaufman 47 Quetzal was anchored nearby—one of many serendipitous anchorages they’ve shared over the years.Photo courtesy of Andy Schell</figcaption>
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“When I saw the Horn at 3 o’clock this morning it gave me chills,” John Kretschmer said in a grainy video from the deck of his Kaufman 47 Quetzal in mid-December, hanging on the starboard shrouds and beaming with Cape Horn in the background. “It looks exactly like it did 40 years ago.”Forty years ago, on January 25, 1984, John rounded Cape Horn to starboard in the Contessa 32 Gigi. On that very same day, I was born.Besides this weird serendipity, John’s second rounding of the Horn one month before I turned 40 had me pondering the value of mentors. He surely didn’t know it, but John was to become a mentor to me from the first time we corresponded. I’d always been drawn to his writing, and in 2006, I contacted him about my dad, who had been at sea during Hurricane Lenny, the “wrong way” storm John immortalized in his book At the Mercy of the Sea. Were it not for a broken shroud on a brand new boat that forced my dad and crew back to Bermuda, he may well have been part of John’s book, I’d written to him back then.John sent me a thoughtful reply, thus beginning a 15-years-and-counting mentor/protégé relationship that has has done more to shape my career than any other influential bond besides those with my parents and Mia.I modeled my career on John’s, starting with deliveries—free at first for experience and later as a paid skipper with Mia along as my mate for most of them. Heck, Mia and I even did our own version of Cape Horn to Starboard when we sailed our first boat, Arcturus, across the far North Atlantic in 2011. I didn’t write a book about it, but it’s the voyage that kick-started our path in ocean sailing.I’m not sure if John would even consider himself a mentor to me, and I’m not sure I’ve been given any sort of special treatment over any of his other fans, shipmates, or former students. We never had any formal arrangement, nor did we ever really acknowledge it. Instead, anytime I send him an email, pick up the phone, or bump into him in a foreign port, he is there with a reply, some advice, or a glass of wine in Quetzal’s cabin. Even now that our business, 59° North, technically competes with John, he remains a mentor and a friend. Most recently before our Greenland passage on Falken last summer, John gave me coordinates to, in his words, “the greatest anchorage of my career.” I feel a debt of gratitude to John, and Mia and I have tried to pay that forward ever since we started 59º North in 2015. Developing folks interested in making a career on the sea has been a core belief of ours, thanks to John, and almost from the start we’ve had our own apprenticeship program to accomplish this. I wanted to create opportunities that the 21-year-old me would have gone bananas to find and that really don’t exist, particularly in offshore cruising. Falken has an extra pipe bunk in the staff quarters that is reserved for apprentices; eight apprentices sailed with us in 2023, and we’ve been interviewing for this year’s slots. Mentorship offers knowledge that can’t be bought. Mentors give you essentially unlimited access to their expert’s mind, and yet it requires responsibility on the part of the protégé to ask the right questions. Yes, there’s all the practical stuff—like learning celestial nav—but the real value is in transferred experience. In other words, the “I learned this the hard way so you don’t have to” lessons. Unlike formal course studies, mentorship has no curriculum, no grades, and no real conclusion. At its best, it’s an ongoing form of sharing education and experience. John continues to inspire me and countless others, and watching him round the Horn 40 years later only adds to the mystique. And it gives me confidence, too; if he can do it, so can I.So, here’s to John the sailor for accomplishing, for a second time, a feat that all offshore sailors dream about yet few dare to attempt. And here’s to John the mentor for unintentionally enabling my career path into offshore sailing. To aspiring and even experienced sailors, I encourage you to reach out to your heroes—the sailing world is uniquely filled with characters you might find surprisingly willing to help, even if just recreationally. And to the would-be mentors out there, I encourage you to share your knowledge and skills with the next generation. March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNjE4NzgyMjg3MzU1/00-lead-190314john-k_1.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNjE4NzgyMjg3MzU1/00-lead-190314john-k_1.jpg"><media:title>00-lead-190314john-k_1</media:title><media:credit><![CDATA[Photo courtesy of Andy Schell]]></media:credit><media:text>At The Helm: The Value of Mentorship</media:text></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzOTAwNjE4NzgyMjg3MzU1/00-lead-190314john-k_1.jpg"><media:title>00-lead-190314john-k_1</media:title><media:description><![CDATA[ Andy and John on the foredeck of 59º North’s Swan 59 Icebear, anchored in Ile de Saintes off Guadeloupe in 2019. John’s Kaufman 47 Quetzal was anchored nearby—one of many serendipitous anchorages they’ve shared over the years.]]></media:description><media:credit><![CDATA[Photo courtesy of Andy Schell]]></media:credit></media:content></item><item><title><![CDATA[A Pacific Northwest Boatbuilding Powerhouse]]></title><description><![CDATA[When it comes to West Coast sailboat construction, images of California’s fiberglass heyday or the deep, cold waters of Puget Sound come to mind. But near the confluence of the Columbia and Willamette rivers—tucked away on Portland, Oregon’s Hayden Island, on quiet Canoe Bay—sits a boatyard many ...]]></description><link>https://www.sailmagazine.com/boats/portland-powerhouse-</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/portland-powerhouse-</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[sailboats]]></category><category><![CDATA[Design and Technology]]></category><category><![CDATA[Boat Builder]]></category><dc:creator><![CDATA[Norris Comer]]></dc:creator><pubDate>Fri, 01 Mar 2024 11:59:02 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDg4NTY5/boats.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
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<figcaption>The yard and its dock sit on Hayden Island's Canoe Bay with access to the Columbia River.Photo&colon; Norris Comer</figcaption>
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When it comes to West Coast sailboat construction, images of California’s fiberglass heyday or the deep, cold waters of Puget Sound come to mind. But near the confluence of the Columbia and Willamette rivers—tucked away on Portland, Oregon’s Hayden Island, on quiet Canoe Bay—sits a boatyard many have heard of but few ever visit.<a href="https://www.schoonercreek.com/">Schooner Creek Boat Works</a> is a boatbuilder, a full-service yard and a boat dealer that non-boating locals may not know about. But thanks to new ownership and a team that includes a French commercial fisherman, the company is thriving. In addition to being a pillar of the regional boating community as a go-to yard, Schooner Creek is a leading builder of large sailing catamarans. Their latest build, a 65-footer, is nearing her maiden voyage.“Building a boat is kind of like having a baby,” says Kevin Flanigan, owner of Schooner Creek and an avid sailor. Flanigan explains that boat launchings from the yard’s cradle crane are special occasions for the yard’s 37 employees. “You watch that thing being built for months and months and it seems like it takes forever, but then when it’s done it’s such an accomplishment,” he says. Since Flanigan purchased the business in 2015 from Steven Rander, the yard has been building charter catamarans for the California and Hawaii markets. Yet Schooner Creek’s sailboat racing legacy is familiar to West Coast racers and longtime fans of the Vendée Globe Round the World Race. Schooner Creek built Ocean Planet, the Tom Wylie-designed IMOCA Open 60 that allowed skipper Bruce Schwab to complete the 2004-2005 iteration of the race in 109 days, making him the first American to finish that race. Other notable Schooner Creek/Tom Wylie racing machines are the Fox 44 Ocelot and the Sunrise 70 ocean racer Rage, which won the Pacific Cup from Los Angeles to Tahiti in 2012. Flanigan is intimately familiar with both boats.<figure>
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<figcaption>Photo&colon; Norris Comer</figcaption>
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“I’ve been sailing all my life,” he says. “When I first met Steven Rander, he had the boat Rage and I raced on that for over twenty years to Hawaii.” Flanigan also raced aboard for the Puget Sound Swiftsure and Oregon Offshore races. “I also owned Ocelot, I had that in the Bay Area for eight years racing the California Offshore and Mexico races.” In all, Flanigan has owned three different boats built by Schooner Creek in carbon fiber, fiberglass, and wood.Flanigan still can’t get enough of the boating life, especially the epic offshore racing scene. He’s introduced many Schooner Creek employees to offshore racing, including general manager Pascal Le Guilly, who is usually at his side. About two decades ago, Le Guilly was a commercial fishing boat captain in Brittany, France, working the Bay of Biscay. But the month-long trips that went 400 or 500 nautical miles offshore were not conducive to starting a family, so yard work and Portland beckoned. He joined the yard in 2006.“My wife, she makes fun of me,” joked Le Guilly. “She’s like, you read about boats. You watch videos about boats. When we take some time off for vacation, you look at boats. I spent a lot of time on the ocean. And now the fact that I’m building boats, it’s like a full circle.”Other notable builds from Schooner Creek include runabouts, power catamarans, and the ocean rowboat Emerson that was used by Jacob Hendrickson for his solo, nonstop, unsupported Pacific row from Neah Bay, Washington, to Cairns, Australia. But under Flanigan’s ownership, 45- to 65-foot charter sailing catamarans have become Schooner Creek’s bread and butter, which includes the 65-foot Morrelli & Melvin-designed Four Winds III that the yard is working on inside its 30,000-square- foot warehouse. Four Winds III will go off to Hawaiii where it will replace the Four Winds II, another Morrelli & Melvin catamaran owned by Maui Classic charters. “We work very closely with Morrelli & Melvin,” Flanigan says about the renowned California-based catamaran design firm. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDIzMDMz/catsoundings.jpg" height="800" width="1179">
<figcaption>Schooner Creek has been building large catamarans for the charter industries in Hawaii and California, but owner Kevin Flanigan says the yard will custom build to whatever plan customer brings. Photo&colon; Norris Comer</figcaption>
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The 65-foot cat includes an underwater window that Le Guilly says was a challenge to build due to its complexity. Schooner Creek specializes in USCG-compliant passenger vessels of 100 tons, so Schooner Creek set out to meet those standards with the hull window. “It’s actually the strongest part of the vessel,” Le Guilly says, “so that was challenging.”According to Flanigan, new boat launchings serve as a crescendo for the employees. “The repair goes on and on forever and doesn’t really have that big finish,” he says. But the yard doesn’t just do new builds. Schooner Creek is one of the main service yards for miles around and has an active repair and maintenance operation that services over 600 boats a year (there is a waitlist of over 40 boats). The nine-acre facility has an infusion station, a wood shop, a rigging loft, full mechanical and electrical system capabilities, a metal fabrication shop, a 70-ton Travelift plus a dry dock, and is the Pacific Northwest dealer for the center console fishing boats from Florida’s Invincible Boats.“I’ve learned that it’s important to be diversified in your business,” Flanigan says. “We’ve seen the refit and repair market dry up during recessions. Having a build that lasts multiple years can be a hedge against that if there’s a recession.” Starting a boat brokerage is another way to deal with economic downturns. “We try to be a diversified company so that we are attractive to a broad range of customers. It’s been working,” he says.For Flanigan, both the quality of life for his employees and the environment is important to him. Canoe Bay is a quiet, sheltered place where an osprey is just as likely to be seen as a person and where large fish lazily float in the shallows by the docks. The yard invested in a StormwateRx system that removes contaminants from rainwater wash-off before the water flows back into the environment. In 2022, Schooner Creek won the Golden Anchor, an annual award that goes to the most environmentally sound marina in Oregon. “We’ve done a lot to increase the habitat here in the bay for the fish and the wildlife,” Flanigan says. “We’re not trying to destroy things to get our buck. We want to make sure it’s in sync with our surroundings.”So what’s next for Schooner Creek? “Currently we are doing these commercial catamarans and they are fun,” Flanigan says, “but they are not as sexy as, say, a racing sailboat. We’re custom builders, so we’ll build to whatever plan a customer brings. I also have a vision of doing a catamaran from one of our own molds that my wife and I could sail.”Dreams aside, the ongoing relationships with customers is big part of the daily work at Schooner Creek Boat Works. Le Guilly sums up the yard’s philosophy. “When we build a boat, we don’t build a boat for two or three years, he says. “When it’s done, it’s never over for us. We keep following that boat. At the end of the day, repeat customers are the ultimate endorsement.”<blockquote>This story was originally published in the March 2024 Issue of our sister magazine, Soundings.</blockquote>]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDg4NTY5/boats.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDg4NTY5/boats.jpg"><media:title>boats</media:title><media:credit><![CDATA[Photo&colon; Norris Comer]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDg4NTY5/boats.jpg"><media:title>boats</media:title><media:description><![CDATA[The yard and its dock sit on Hayden Island's Canoe Bay with access to the Columbia River.]]></media:description><media:credit><![CDATA[Photo&colon; Norris Comer]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NTU0MTA1/kevinflanigan.jpg"><media:title>kevinflanigan</media:title><media:credit><![CDATA[Photo&colon; Norris Comer]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTU2NzM0NjI5NDIzMDMz/catsoundings.jpg"><media:title>catsoundings</media:title><media:description><![CDATA[Schooner Creek has been building large catamarans for the charter industries in Hawaii and California, but owner Kevin Flanigan says the yard will custom build to whatever plan customer brings. ]]></media:description><media:credit><![CDATA[Photo&colon; Norris Comer]]></media:credit></media:content></item><item><title><![CDATA[An Inside Look at Harken U]]></title><description><![CDATA[Neil Evans has been talking about the merits of Harken’s T2 Soft-Attach blocks—most significantly the soft Dyneema shackle as its attachment point, rather than a metal head post and shackle—when he reminds his audience of marine professionals what their biggest variable really is when it comes to ...]]></description><link>https://www.sailmagazine.com/diy/learning-about-harkens-gear</link><guid isPermaLink="true">https://www.sailmagazine.com/diy/learning-about-harkens-gear</guid><category><![CDATA[Sailing Gear]]></category><category><![CDATA[education]]></category><category><![CDATA[Gear]]></category><category><![CDATA[know how]]></category><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat DIY And Repair Tips]]></category><dc:creator><![CDATA[Wendy Mitman Clarke SAIL Editor-in-Chief]]></dc:creator><pubDate>Thu, 29 Feb 2024 11:44:47 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMDkx/00-lead-20231207harken_wmc12-copy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMDkx/00-lead-20231207harken_wmc12-copy.jpg" height="800" width="1067">
<figcaption>Hands-on with the gear, including taking winches apart and reassembling them, is part of the curriculum.Photo&colon; Wendy Mitman Clarke</figcaption>
</figure>
Neil Evans has been talking about the merits of <a href="https://www.harken.com/en/home/">Harken</a>’s T2 Soft-Attach blocks—most significantly the soft Dyneema shackle as its attachment point, rather than a metal head post and shackle—when he reminds his audience of marine professionals what their biggest variable really is when it comes to deck hardware.“With the right customer, they’re the best solution because they always find a fair lead,” Evans, Harken’s manager of technical service, says. “But it removes that metal that shows wear. You need to know your customer is going to keep an eye on maintaining that, and that it’s installed in correct applications with no sharp edges.” It’s a subtle but critical point, and for the 20 or so riggers and industry pros who are attending Harken University at the company’s headquarters in Pewaukee, Wisconsin, it’s a reminder of why they are here—not just to learn about all things Harken, but how to best translate that knowledge and put it into action on their customers’ boats. At the same time, they can bring their questions or issues to the source and share their own experiences of helping sailors install and use the gear. Attendees in December 2023 came from as far as the Bahamas, New Orleans, and Florida. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMTU2/01-20231207harken_wmc10-copy.jpg" height="800" width="700">
<figcaption>Harken National Sales Manager Jim Andersen (standing, left) talks with Harken U attendees.Photo&colon; Wendy Mitman Clarke</figcaption>
</figure>
“I’m in charge of about 125 boats in and out of the water every year and keep track of their systems and deck and mast hardware. We replace the old stuff with the new stuff,” says Erik Szymczak, head rigger at Brewer’s South Freeport Marine in Maine. “A lot of the Harken products have lasted a long time, some of them are getting into the 30-year range and it’s time to replace, and so we’re looking into the newer products.”On the other end of the spectrum is Kelly Zander, who’s been a rigging apprentice at Crowley’s Yacht Yard in Chicago for about a year and a half and is new to the industry. “It’s great to be here, learn about the products, see how they work, see what’s out there,” she says. What’s most helpful, she says, is “all the learning, all the knowledge, how great everybody is to share their knowledge and want to teach and help and explain. The practical learning is nice, taking apart winches, playing with furlers.”<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1OTQ3OTAxMTgzNTQ4/gear-class-harken-university.jpg" height="800" width="1067">
<figcaption>Erik Szymczak helps Kelly Zander get better acquainted with a winch.Photo&colon; Wendy Mitman Clarke</figcaption>
</figure>
Jim Andersen, Harken’s national sales manager, says the overarching goal is “knowledge sharing between those professionals out in the field using our products and also our internal staff. It’s a lot of sharing what we do and how we manufacture our products…and also learning how we can make them better, make the jobs of installing, using, sailing with, or competing with our gear that much easier.”The three-day gathering covers all manner of sailing gear the company produces, from blocks and hydraulics to sailhandling systems, winches, and travelers, from the basic to the highest-end and most technical. The curriculum includes technical talks and hands-on instruction—taking things apart, putting them back together—and helpful hacks and tips; did you know, for instance, that blue Dawn dishwashing liquid is arguably the go-to cleaning agent for everything except for winches and furlers? Lunches, dinners, and even a little duckpin bowling provide networking and socializing time. <figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MjQ1NjI3/03-20231207harken_wmc07-copy.jpg" height="800" width="1166">
<figcaption>Beau LeBlanc walks attendees through the ins and outs of hydraulics products.Photo&colon; Wendy Mitman Clarke</figcaption>
</figure>
A highlight is the tour of the vast, 140,000-square-foot manufacturing and assembly floor (the whole building complex, on 26 acres, is 173,000 square feet). Although Harken’s winches are made in Italy, everything else is produced in Pewaukee, and if you’re any kind of gear geek, the shop floor is a candy store. Here you can see every step in the many processes, from cutting raw aluminum into workable chunks that will be precision machined to hand-assembling blocks. For some of the Harken U participants, this can be the most eye-opening aspect. <iframe width="560" height="315" src="https://www.youtube.com/embed/DS6u3Id3fNw" frameborder="0" allowfullscreen></iframe>“This is awesome learning,” says Austin McCullough, owner of A Marine Supply in Chesterfield, Michigan. “They do everything here, from the raw materials to the final product, not necessarily outsourcing stuff, they do it from start to finish and you really get to see that and experience it.”“Going from raw material to an actual block is pretty insane, the whole process,” agrees Eva Tash, a rigger with West Marine in Newport, Rhode Island. For her work, she says, it was highly informative to see how the company creates its blocks, configures systems, works on quality control, and also has expanded their catalogue.For McCullough, “doing a lot of e-commerce, you need to know the product you sell and how to sell it. So, learning the product, how it’s built, questions customers may ask…that is super helpful that you can learn moving forward and helping customers in the future.”Throughout, attendees also gain insights into some of the special sauce that has made Harken gear the ubiquitous sailing presence that it is. Describing the new Zircon blocks used primarily on small boats (so far), Evans says, “I added these to my daughter’s Melges 15 she’s sailing, and the guy who trims spinnaker says it’s a day and night difference.”Any plans, an attendee asks, to build them larger? “Probably. We never stop,” Evans grins. “ ‘Let’s try it.’ In my world, that’s when things get fun.” March 2024]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMDkx/00-lead-20231207harken_wmc12-copy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMDkx/00-lead-20231207harken_wmc12-copy.jpg"><media:title>00-lead-20231207harken_wmc12-copy</media:title><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit><media:text>Harken University Gear Winches</media:text></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMDkx/00-lead-20231207harken_wmc12-copy.jpg"><media:title>00-lead-20231207harken_wmc12-copy</media:title><media:description><![CDATA[Hands-on with the gear, including taking winches apart and reassembling them, is part of the curriculum.]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MTgwMTU2/01-20231207harken_wmc10-copy.jpg"><media:title>01-20231207harken_wmc10-copy</media:title><media:description><![CDATA[Harken National Sales Manager Jim Andersen (standing, left) talks with Harken U attendees.]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1OTQ3OTAxMTgzNTQ4/gear-class-harken-university.jpg"><media:title>gear-class-harken-university</media:title><media:description><![CDATA[Erik Szymczak helps Kelly Zander get better acquainted with a winch.]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjAzODU1ODI1MjI2MjQ1NjI3/03-20231207harken_wmc07-copy.jpg"><media:title>03-20231207harken_wmc07-copy</media:title><media:description><![CDATA[Beau LeBlanc walks attendees through the ins and outs of hydraulics products.]]></media:description><media:credit><![CDATA[Photo&colon; Wendy Mitman Clarke]]></media:credit></media:content></item><item><title><![CDATA[Outremer 52, Top 10 Best Boats 2025 Nominee]]></title><description><![CDATA[Taking cues from its award-winning big sister the Outremer 55, the new VPLP-designed Outremer 52 has been optimized for performance and long-distance bluewater sailing. Technologies developed by the Gunboat shipyard have enabled the builders to create a lighter boat without sacrificing strength, ...]]></description><link>https://www.sailmagazine.com/boats/outremer-52-top-10-best-boats-2025-nominee</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/outremer-52-top-10-best-boats-2025-nominee</guid><category><![CDATA[Top 10 Nominee]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[sailboats]]></category><category><![CDATA[boats]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Wed, 28 Feb 2024 16:10:46 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NzI1MzY0Nzk0Njk5/robin-cristolcourtesy-of-outremer-viddy.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<iframe width="560" height="315" src="https://www.youtube.com/embed/8uEJwSh1RdY" frameborder="0" allowfullscreen></iframe>Taking cues from its award-winning big sister the Outremer 55, the new VPLP-designed Outremer 52 has been optimized for performance and long-distance bluewater sailing. Technologies developed by the Gunboat shipyard have enabled the builders to create a lighter boat without sacrificing strength, improving performance and allowing for more windows to improve visibility. The owners of the boat that members of SAIL’s review team saw at the Miami International Boat Show, where the boat made its U.S. debut in February, had taken delivery of the boat in France, sailed to the Canary Islands in Spain, and then sailed transatlantic to Martinique before heading north to Miami for the show. On their best day, they logged 254 miles with a top speed of 21.3 knots. Daggerboards draw 6’8” inches when down, enhancing upwind performance. Changes to living spaces also are geared to enhance safer and easier watchstanding on board. The main helm to starboard is at cabintop level for good visibility and there’s ample space here for one person to be standing at the helm and the other to be linehandling. The wheel can also be lowered to a position under the cockpit hardtop, and sailhandling lines led down, for helming with protection from the elements. On the test boat, the owner had opted to keep the port helm a tiller, because he loves the feel of sailing the boat with the tiller. Both helms have a comfortable seat for two people. The mainsheet has a heavy-duty traveler aft of the cockpit seats, with multiple jammers and winches on either side for good, low control of this 1,023-square-foot sail. In the salon, a terrific nav desk with full visibility forward has a dedicated, robust chair that articulates to face the galley or dining space to starboard. Below in the port hull, a modular “free space” forward can be configured in multiple ways, from an office and workshop with convertible bunk, to a double cabin or child’s cabin. Aft is another cabin with head and shower, separated. The owner’s cabin to starboard includes piles of storage midships and a full shower and head forward. Stay tuned for a full review of this SAIL Top 10 Best Boats 2025 nominee, and in the meantime, enjoy this walkthrough video. LOA 51’7” Beam 25’10” Draft 3’6” (boards up), 6’8” (boards down) Air draft (w/out antenna) 75’6” Engines 50hp (2x) Sail area (mainsail and self-tacking jib) 1,507 sq ft; Genoa 646 sq ft; Gennaker (optional) 1,507 sq ft; Spinnaker (optional) 2,271 sq ft]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NzI1MzY0Nzk0Njk5/robin-cristolcourtesy-of-outremer-viddy.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NjY4NzI1MzY0Nzk0Njk5/robin-cristolcourtesy-of-outremer-viddy.jpg"><media:title>robin-cristolcourtesy-of-outremer-viddy</media:title><media:credit><![CDATA[Photo&colon; Robin Cristol, courtesy of Outremer&period;]]></media:credit></media:content></item><item><title><![CDATA[Missing Sailors Update]]></title><description><![CDATA[The family of two cruising sailors who have gone missing and are feared dead have asked the cruising community to “stand down” to let local authorities investigate the disappearance of Ralph Hendry and Kathy Brandel. Also, police issued a statement naming three young men who had escaped from prison ...]]></description><link>https://www.sailmagazine.com/boats/missing-sailors-update</link><guid isPermaLink="true">https://www.sailmagazine.com/boats/missing-sailors-update</guid><category><![CDATA[Sailing]]></category><category><![CDATA[Sailboat News]]></category><category><![CDATA[Missing]]></category><category><![CDATA[catamaran]]></category><dc:creator><![CDATA[SAIL Editors]]></dc:creator><pubDate>Mon, 26 Feb 2024 14:47:12 GMT</pubDate><enclosure url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg" length="0" type="image/jpeg"/><content:encoded><![CDATA[<figure>
<img src="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg" height="800" width="1090">
<figcaption>Ralph Hendry and Kathy Brandel, longtime cruising sailors, are missing. Photo courtesy of Salty Dawg Sailing Association</figcaption>
</figure>
The family of two cruising sailors who have gone missing and are feared dead have asked the cruising community to “stand down” to let local authorities investigate the disappearance of Ralph Hendry and Kathy Brandel. Also, police issued a statement naming three young men who had escaped from prison in Grenada and apparently sailed to St. Vincent, where Hendry and Brandel’s 48-foot St. Francis catamaran, Simplicity, was found anchored and abandoned off a beach. The three have been recaptured. “Preliminary information emanating from investigators in St. Vincent suggests that the three men made their way to St. Vincent via a yacht which was docked in the St. George area,” the Royal Grenada Police Force (RGFP) statement said. “The RGPF is currently working on leads that suggest that the two occupants of the yacht may have been killed in the process. It is believed that the occupants of the yacht were American citizens. This investigation is in its infancy stage and the RGPF have dispatched a team of senior investigators and a forensic specialist to St. Vincent in furtherance of this investigation.” According to the <a href="https://www.saltydawgsailing.org/">Salty Dawg Sailing Association</a> (SDSA), of which Hendry and Brandel were longtime members, tracking information from the couple’s boat last showed it anchored in Grenada, “and then the boat moved directly to its last anchorage off St. Vincent.” In a statement the couple’s family issued over the weekend, Bryan Hendry thanked the cruising community and “everyone that worked to gather information from eyewitnesses and provide search and rescue support. It means so much to us that so many people cared for Ralph and Kathy as friends and fellow cruisers that they are willing to stop and help in whatever way possible. “Thanks to all this input from this community we are able to develop a timeline of events. For the safety of the cruising community, we are asking all cruisers, and anyone that is not affiliated with the officials with presiding jurisdiction, to stand down. The only way we feel this situation could be worse would be if anyone was hurt or endangered trying to conduct searches.” Bryan Hendry also praised St. Vincent authorities “for their quick actions in securing Simplicity and their brave, swift response that led to the apprehension of three dangerous fugitives. We greatly appreciate the coordination of the St. Vincent and Royal Grenadian Police forces and Coast Guards in investigating these events.” The Grenada police identified the three prison escapees as Ron Mitchell, 30, Trevon Robertson, 19, and Abita Stanislaus, 25. All three are listed from Paradise, a town in the St. Andrews Parish of Grenada. They had been in prison since December, charged with one count of robbery with violence. “Additionally, Ron Mitchell was charged separately with one count of Rape, three counts of Attempted Rape, two counts of Indecent Assault, and Causing Harm. All three men were kept in the holding cell at the South St. George Police Station and escaped lawful custody, on Sunday the 18th of February, 2024,” the police statement said. They were recaptured on Feb. 21 by the Royal St. Vincent and the Grenadians Police Force. On Wednesday, February 21, a cruising sailor notified SDSA Executive Director Tatja Hopman that Simplicity was anchored and abandoned off a beach on the south coast of of St. Vincent. “The good Samaritan had boarded the boat and noted that the owners, Ralph Hendry and Kathy Brandel, were not onboard and found evidence of apparent violence,” the group said in a statement. “Kathy Brandel and Ralph Hendry are veteran cruisers and longtime members of the Salty Dawg Sailing Association from its earliest days. Warm-hearted and capable, they both contributed to building the SDSA, and Kathy sat on the association’s board for two years.” The pair had sailed Simplicity in the 2023 Caribbean Rally from Hampton, Virginia, to Antigua and were spending the winter cruising the Eastern Caribbean. To help family members with the considerable expense of dealing with what has happened and the investigation, friends have established a gofundme fundraiser. Those who wish to help can access it here: <a href="https://www.gofundme.com/f/kathy-brandel-and-ralph-hendry">gofundme.com/f/kathy-brandel-and-ralph-hendry</a>The apparent tragedy has shaken the sailing and cruising community. “In all my years of cruising the Caribbean, I have never heard of anything like this,” said SDSA President Bob Osborn. “This is a horrible tragedy.” However, he emphasized that extreme violence like this against cruising sailors is extremely unusual. “This is not common. This was a random act of violence that could happen anywhere.”]]></content:encoded><media:thumbnail url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"/><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"><media:title>simplicity-1-cropped</media:title><media:credit><![CDATA[Photo courtesy of Salty Dawg Sailing Association]]></media:credit></media:content><media:content medium="image" type="image/jpeg" url="https://www.sailmagazine.com/.image/c_fit%2Ch_800%2Cw_1200/MjA0NTUyNzUyNjU3ODY4MDkx/simplicity-1-cropped.jpg"><media:title>simplicity-1-cropped</media:title><media:description><![CDATA[Ralph Hendry and Kathy Brandel, longtime cruising sailors, are missing. ]]></media:description><media:credit><![CDATA[Photo courtesy of Salty Dawg Sailing Association]]></media:credit></media:content></item></channel></rss>

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