Iroquois Owners
How many Berths in a Mk1?
New Multihull Rating Rule
A Poem
Rating
Why we went electric
Cat Chat
Atlantic crossing in a MkII
I should first like to pay a tribute to Albert McCabe and Alan Hinderer, the joint editors of the last newsletter, for producing such an interesting magazine full of bright observations and helpful suggestions. Mac and Harry Faulkner have now taken over the newsletter entirely as it is difficult to set a magazine out with one editor in Southend and the other in London.
This year has been a exciting one for multihulls with the dramatic success of the trimarans in the Single-handed Trans-Atlatic Race. I was delighted to see Pen Duick succeed after the 1968 debacle but what, to me, was more interesting was the success of what is a heavy old cruising boat, Architeuthis, against whom we have raced in several Crystal Trophies. Bill Howell in Tahiti Bill deserves our sympathy and Murray Sayle in his Solaris too, but to a lesser extent,
1972 saw the creation of the Iroquois Sovereign, which was on show at the last AGM and which was won by Gil Buttigieg. Gil is a infuriating man he can make his boat go as well as anybody with the possible exception of Gerry Boxall, but he never turns out for any of our little races in the Solent. Elsewhere, in this newsletter is a list of the fixtures arranged for next year and whatever your interest, whether it be cruising rallies, short races round the buoys or longer offshore races we are offering something for you. We are doing this under the aegis of MOCRA, but unquestionably the keenest support for MOCRA comes from the Iroquois Owners. In my experience, it is not a matter of asking for your support but of laying on the sort of events which amuse and entertain you. I hope we have provided something for you - if not, write and tell me so.
I was particularly interested in my old friend Malcolm Hudson’s improvements to Iro Tiki’s front windows as mine leak just a drop, but a little goes a long way when it is right over your bunk. I am sure he is right to incorporate a pair of tiller lines which turn his engine.
I have one of George Bone's main sheet travellers and I can endorse his remarks completely.
Geoff Davis’s letter was exactly the sort of information we need; chock full of hints and tips particularly in the cost saving area. Does anybody know where there is an old bus graveyard? As a result of this letter I invested in three Rollaboats which I found useful as fenders when going through the Brittany canals, as buoyancy for the dinghy as well as the purpose for which they were designed. The only trouble was that the very act of hoisting them to the masthead was interpreted on board as a distress signal and it proved not too good for crew morale
Geoff has my sympathy over broken Waterloo bottoms. I think it must be a matter of weight distribution - we have our original one five years later.
He asked about saloon carpeting ad the answer here is unquestionably rush matting squares tailored to fit and bound with hessian tape. Looks good, feels good and by golly it never needs brushing. Boarding ladder - ordinary aluminium detachable or else slide extending on the transom beam. Or a South Western Marine Factors step just about waterline on the transom is quite a good help to bathers.
David Jeffrey disagreed with George Bone on engines, David preferring the 20 hp and George the 50 hp. I have a 40 hp and am very pleased with it. David has clearly not yet found out about ABS plastic battens, they bend but do not break.
Barry Bucknell has fitted the South Coast Rod Rigging, Roller reefing and rod forestay to Candida II and is very happy even though it cost about £200. It does mean one all purpose headsail winched in and out to exactly suit conditions. If it works it is a marvelous thing.
Dr. Crampton’s chart is fascinating and I now believe anemometers should be fitted to all catamarans as standard.
What we have in mind for next year is a continuation of the Whisky Series from Eastney Cruising Association in Langstone who have made us so welcome in the past, the only difference being that you will notice that the one on 5th August will be starting from Cowes to give the Christchurch people a better chance of competing. We shall also compete in the Eastney Cruising Association Open Catamaran meeting on l3th/l4th October. This will include a ladies race for the first time, for which a special prize will be awarded, the rule will simply be that only female hands will be on the helm for that race. Advice can be given, preferably not shouted, if required but some skippers will be surprised how much better the boat goes if he concentrates on the sail trimming and leaves the delicate helm work to the wife or girlfriend or both.
The Whisky Series is being extended to the East Coast and Robin Gibbon is organising them on the dates mentioned. The rules are simple - 50p entrance rating by Portsmouth Yardstick and the prize is a bottle of Scotch.
There will be two cruising rallies to Cherbourg, one at Spring Bank Holiday organised by George Ward, and one on 7th September organised by P.Y.R.A. In both cases the trip across will be organised as a race, one starting from the Nab and the other from Poole. There will be four longer races in 1973. The two good old standbys, Round the Island Race and the Crystal Trophy, but in addition the Shambles Race, taking us down to the Shambles Lighthouse and back round the south side of the Island and the Poole Bar Race, which goes from Cowes to Poole Bar and back. Both these courses are deliberately away from steamer tracks and also in easy reach of refuge should the weather turn nasty. In this connection we are starting a crew register for people who want to get crewing experience with experienced skippers, also skippers who need a crew for races. Not only this, but there are one or two really experienced multihull sailors who can be persuaded into helping inexperienced skippers who want to try the longer races but who would like an expert at their elbow.
Our owners meeting will be held at the Lincoln Hotel, 117 Cromwell Road, London, SW7 at 8 p.m. on Friday, 5th January - the first Friday of the Boat Show. Please try to come.
P. Wentworth-Boyd,
Chairman.
Reg White used to have a little joke about calling a Mark 1 Iroquois an eight berth cruiser. I cannot imagine the chaos inside the boat under these conditions, but I have been able to accommodate five in reasonable comfort.
It is true that the quarter berths are three feet wide, but a tunnel type of berth is not the easiest kind for one person to get in and out, let alone two - the Mark IIs are quite different, and so the fifth member of the crew usually sleeps in the saloon over the bridge deck.
There were three ways of doing this....(i) feet forward (ii) head forward and (iii) athwartships, after removing everything off the table and lowering it. (i) is out, because unless the person is very short there is not height enough for his feet at the forward end, and if he moves aft a little his pillow falls off onto the deck. (ii) This is a little better, because you can move down a bit and rest your feet on a sail bag. (iii) Lowering the table and finding somewhere to put things which were on it is an awful bind, and so I have carried out a modification.
I cut the table in half and made a removable strut to hold both ends of the table in position. I fitted a small piece of plywood across the gap between the seats, forward of the strut. I cut one cushion in half and put the other seat cushion athwartships in front of the strut, over the piece of plywood, and have left it there permanently. The other two half cushions butt up against it, one each side. Normally the table looks the same, excepting for a line across the middle where it was cut.
All the fifth amber of the crew has to do when he wants to turn in is to push everything off the forward half of the table onto the other half and remove the former. The occupant has plenty of room to stow his gear, because there is a locker already under the forward end of the table and, of course there is the empty space between the two seats which is covered over.
This modification does not prevent the originally designed double berth on the table being put into operation if desired.
Brian Passmore.
We have asked the RYA for information about the rating rule and have received the following reply:
Dear Mr McCabe
Advent of the new International Offshore Multihull Rating Rule (IOMR)
At the recent meeting of the International Yacht Racing Union the new IOMR rule was approved and will be effective from 1st March 1973. It is anticipated that copies of the rule will be available by the end of January.
This rule has been formulated as a result of consultation between the RYA, the United States Offshore Catamaran Racing Association and the Australian Yachting Federation during the last two years.
For any international rating rule to be meaningful a large number of measurements have to be taken and this will, unfortunately mean that the recommended measurement fee must be increased to £20 excluding any expenses involved in weighing. There is also a weight factor in the new rule, but it is appreciated that owners may not be able to have their boat weighed and hence the RYA hopes to have "measurement days" in various areas when weighing facilities and a measurer will be available.
As a result of the adoption of the new rule the RYA’s rating rule will be discontinued and for next year’s Crystal Trophy race and entrants must have a rating under the new rule. Other races will be organised using the RYA’s Portsmouth yardstick scheme.
Any enquiries under the new rule should be addressed to Richard Hollis, Sailing Secretary, RYA and owners who wish to have their boats measured should contact: Austin Farrar, Esq., C.Eng., F.R.I.N.A., Orchard House, Stutton, Ipswich, Suffolk.
Yours sincerely,
Richard Hollis
Sailing Secretary RYA.
We have also received a draft copy of the rating rule. It is extremely complex and runs to some 36 pages and so we are not attempting to reproduce it here.
However, we do hope to publish a summary of what is involved in the next issue of the newsletter.
The following poem was presented to us by a dedicated mono sailer, Bob Dell, after his first sail with me on ‘Joy Feline’. Needless to say he is now converted to multihull sailing and is now building his own catamaran.
Fred Newman.
I’ll tell you a tale which happened to me
On a trip in ‘Joy Feline’ out to sea.
‘Joy Feline’ is a cat of some 14’ beam
The prettiest craft I have ever seen.
We left the moorings at half past three
Went down the Creek slid out to sea,
Bound for the Island, Wootton in fact
So we took her out on the starboard tack.
The wind was freshening force 5 and more
As we sped on and on toward the Island shore.
As the spray flew high we heard the Skipper shout
‘Lee Ho, make ready, we are coming about’.
On the port tack now, it seems faster to me
As we made our passage along the Lee.
One more tack, our goal is in sight,
As the afternoon sun turned into night.
We entered Wootten and landed two,
Sheila ad Peter, the regular crew.
We headed for home, it was calmer now,
The spray ceased to fly across the bow.
With our stern sheets to the setting sun
The Skipper ordered the Spinnaker Run.
As we hauled on the Haliyard, the sail rose high
It seemed to reach right to the sky.
She flew along like a great sea bird,
There was hardly any noise to be heard
For with Spinnaker and filling Main
She rose on her hulls and started to plane.
She strained on the sheets, how much can she take?
The water quiet now in her wake.
We entered the Harbour, and lowered the sail and
I’m sorry to say it’s the end of my tale.
One last thing that mast be said
For a wonderful sail ‘Thank you Fred’.
Bob Dell.
There are basically three categories of yacht racing. One design racing where each boat is exactly the sass as the others, the shape of the hull, sails and fittings being tightly controlled by the class rules. Restricted class racing where some variations of hull and/or sailplan are allowed within definite limits, and handicap racing where each boat is measured, or otherwise assessed.
Nearly all racing dinghies and small keelboats belong to one design, orrestricted classes. As size increases, the cost of the yachts solely for racing becomes excessive, so that the larger restricted classes such as the 6 and 12 meters have dwindled to vanishing point. Most yachts above 25’ overall are dual purpose and because of the wide variety of types are raced on handicap.
By the time multihulls started racing in 1962, the Royal Ocean Racing Club had had forty years experience of handicapping monohulls. They had developed a rating system based on measuring the principal features of each yacht. The speed of a monohull is limited by the wave motion created by pushing a heavy hull across the surface. At low speeds the resistance is mainly frictional and proportional to the wetted surface area. But as the speed increases towards the square root of the waterline length, the wave making resistance, caused by pushing a heavy hull through the surface layer, becomes dominant. It is well nigh impossible to exceed a speed of
known as the ‘hull speed’, without surfing.
Most rating rules measure the yacht’s length, beam, depth, freeboard and sail area and by using suitable formula arrive at a corrected waterline, or ‘rated’ length. A recent development has been the establishment of Quarter, Half, Three Quarter and One Ton classes for monohulls with IOR ratings of 18.0, 21.7, 24.5, 27.5 feet. This seems a strange situation to use a handicap measurement rule for level boat for boat racing, but it is catching on to an increasing extent.
In 1962 largely thanks to the efforts of Michael Henderson, the RYA adopted a rating rule for cruising multihulls based on the 1957 R0LC rating rule. The basic formula was:
Measured rating in feet is given by:
Where L = (LOA + LWL)/2
S = measured sail area
A = maximum cross sectional area
B = overall beam.
Notice the importance as mentioned above of effective waterline length and sail area. Cross sectional area was substituted for the RORC ‘beam x depth’, a measure of displacement, as an indicator of weight and windage.
It has achieved its object of ‘bringing together by time allowance seaworthy multihulls of a wide range of size and type, without favouring any particular type’ with reasonable success. It has however become apparent that it does less than justice to the heavier cruising types.
The MOCRA Committee have been considering an improved formula incorporating weight since 1970, but shelved it because of the practical. difficulties and expense. Meanwhile the RYA had extended the well known dinghy Portsmouth Yardstick handicapping system to cruising yachts. This system is quite different from any form of rating in that it depends on the actual average performance of class boats. It works particularly well with class racing dinghies, whose hulls and sails are tightly controlled by their class rules and which are raced frequently enough around the country for their performance to be continually checked and adjusted.
The primary yardsticks to which the others are adjusted include 35 centreboard dinghy classes, 1 racing keelboat and 4 monohull cruisers. The secondary yardsticks, which are not so well established include another 70 centreboard dinghy classes, 12 catamaran classes including the Iroquois, 12 racing keelboat classes and 45 monohull cruiser classes. Next year should see the inclusion of up to another 15 cruising multihull classes.
Provision is made for non-standard boats, for example:
| Iroquois Mk Is, standard boat | 83 |
| No engine carried | -1 82 |
| Outboard engine, or detachable inboard | 0 83 |
| No headsail. larger than working jib | +2 85 |
| No spinnaker | +3 86 |
Other variations have to be assessed by the Committee. The actual yardstick number alloted to each boat has to be published before the race. The results can be worked out quite quickly using the Langstone Tables prepared by Mr. Zillwood Milledge.
After an hour’s racing an 83 yardstick boat has a corrected time of 1 hour 12 minutes 23 seconds, whilst an 82 yardstick boat’s corrected time is 1 hour 13 minutes 17 seconds. A difference of 54 seconds in every hour.
No review of multihull rating would be complete without mentioning other countries rating rates and particularly the Ocean Racing Catamaran Association of California’s (ORCA). They have been trying to get International recognition of their rating rule for the past two years. During this period a protracted correspondence has been carried on between their president Vic Stem and the RYA Multihull Committee.
Competitors in the 1971 Crystal will remember much scrabbling about taking extra measurements and the attempt at weighing at Plymouth. As a result we were able to point out some of the less practical measurements features, and their rule, which is being put forward to the IYRU again this November, has been substantially improved. Most of the hull measurements are taken in a similar way to ours, whilst the sail measurements are taken in the IOR manner with special provision for fully battened mainsails.
Unfortunately the formula is too long and complicated to write here. If this rating rule is adopted as the International Offshore Multihull Rule there will certainly be pressure to use it for the Crystal Trophy, whilst the Portsmouth Yardstick may be used for all the shorter races.
Further Reading
RYA Cruising Multihull Rule RYA
Handicap Racing and the RYA Portsmouth Yardstick RYA (YR2/72)
The Langstone Handicapping Tables R.Y.A.
IOMR Co-ordination Draft Not yet generally available.
Robin Musters.
Lying to two anchors in Havre Gosselin under the high western cliffs of Sark we felt snug as long as the wind stayed light or in the east. Before leaving the island we were to have a short, sharp experience of that narrow margin that can exist between a sound yacht safely moored and a total loss being pounded on the rocks.
Havre Gosselin is one of the most impressive anchorages in all the Channel waters. A tiny cove at the base of almost sheer cliffs, there is good holding ground and room for about half a dozen boats to anchor without getting in each otber's way. A few yards to seawards the tidal race that sluices through the narrow gap between Sark and Brecqhou booms and sizzles even in fine weather. It gives a heightened impression as you sit on deck with a gin that in Havre Gosselin you are indeed well sheltered from nasty things outside.
My wife Fay and I were the total crew of Adah Rachel - a Mark 11 — at this point in the cruise. After four days in the cove we were beginning to feel we owned the place. A few English yachts on passage to and from Brittany called in and there was the usual gaggle of French mini- cruisers rafting together in one corner. Otherwise all was peace.
Came a morning when the wind went into the west as forecast, a small sea started running, and we decided over breakfast that, after washing up, we would clear out and motor across the Little Russell to St. Peter Port.
I warmed up the hand-start Evinrude 40 HP - a double long-shaft version - and took in the kedge. Fay then took the helm while I shortened the nylon bower cable by hand. ‘OK - gently ahead’, I said when the cable was up-and-down. Fay struggled with the engine gear shift lever on the remote control unit mounted in the cockpit. ‘It won’t budge’, she shouted. I did one of those quick 360 degree visual surveys of the situation and it did not look good. The wind was now about force four blowing straight into the cove. Already the up-and-down anchor - a CQR - was dragging. Dead astern of us was the base of the cliffs. The rock looked sinister as the swell slapped against it and was sucked back creating an undertow. The vertical movement of the sea surface at the cliff was already several feet. We were perhaps four boat-lengths away. If we were carried down the chances of fending off and saving the yacht looked small.
The first thing was to stop dragging. Out went as much cable as I dared until the anchor held when we were some two boat lengths off the cliffs. Then back to the engine. It was jammed solid in neutral. I fiddled with the knurled wheel adjuster on the engine end of the Bowden cable on the principle that this would at least move things fractionally one way or the other. No luck. Another glance round. We were still holding on the CQR. Another fiddle. Then.... clunk, I managed to force her into ‘Ahead’. ‘Take the helm Fay and point her out'. Back to the anchor. Three minutes later we were out of Havre Gosselin motoring serenely through the Russell tide rips.
Thinking about the incident later, I decided that the grease on and in the remote control cable must have hardened during our sunny spell in Sark. I had run the engine daily while at anchor but had not shifted out of Neutral.
My permanent cure has been to fit a 50 H.P. Johnson with both electric start and an electric gear shift which is linked automatically to the throttle control. In my opinion this is a superb power unit for the Iroquois. It is a new design with all the electrics transistorised and reliable. Although it weighs 192 lbs in long-shaft form I find the Mark II Iroquois loves all the weight you can provide at the stem. With two long—range (9½gallon) fuel tanks from University Marine in the port aft locker I have a capability to motor across the Channel at a comfortable 7.8 knots in moderate conditions. And if the wind is more than Force 2 - 3 who wants to motor? Fuel consumption is 1.8 gallons an hour at the true speed I quote of 7.8 knots. Of course I can go faster. Flat out in smooth water she scoots along at more than 9 knots and uses correspondingly more fuel. But I find 7.8 knots an agreeable cruising speed. On cross-Channel trips this season it has proved sufficiently fast for us to motor off in search of wind - when otherwise we might have stayed in port - and to enjoy a splendid sail for the second half of the crossing when the expected wind eventually filled in.
The standard engine tray was designed by Mick Mahoney of Sailcraft is beefy enough to take this big engine. You need a seven part tackle however to haul it up and down without busting a gut. I made mine from Fico blocks with three sheaves and beckets, and 1½ inch Marina Braidline to get a good grip. During this winter I intend to provide a ‘belt and braces’ system by fitting two heavy stainless steel eyes on the transom beam above the engine tray and attaching preventors of either chain or wire from these to the rear corners of the engine tray. These preventors will take up the initial torque which, when you open the throttle, attempts to twist engine and tray off the boat.
Apart from guaranteed ‘first-time’ stating and reliable control via the electric system I like the engine for the handsome propeller it drives. Whereas the 40 HP took a propeller of 12 inch diameter the 50 HP handles a 14 inch diameter with tremendous total blade area. When you are punching to windward in a seaway the yacht literally ‘leans’ against the blade area in the water and it is in those conditions that it is wise to have the biggest possible propeller. When driving a heavy yacht in adverse conditions you cannot substitute for propeller area by piling on more revolutions. The pitch of my 14 inch diameter three-bladed propeller is a mere 9 inches which ensures that the engine can ‘rev’ quite freely and therefore develop its potential power. The very fine pitch means that the boat can be driven at a slow speed for harbour manoeuvring revolutions. This may sound complicated but remember that using an outboard on a boat with a speed envelope of roughly 0 - 12 knots is necessarily a compromise. These engines are primarily designed to push lightweight boats on coarse-pitch propellers at more than 20 knots.
Finally, what about propeller immersion? I am now using an ordinary long-shaft engine because the 50 HP, which has an integral underwater exhaust system, cannot be artificially lengthened by a ‘bolt on’ system as could the 40 HP At very low speeds in rough water it will partially lift out the propeller with resulting racing, and grunts and groans. The solution is to keep up a head of speed. At more than about five to six knots the bows of the Iroquois begin lifting and the boat squats comfortably on her stern keeping the propeller immersed. At seven to eight knots there is no problem at all. As long as you can stand motoring at more than six knots into head seas with the resulting sheets of spray and lumps of green water the 50 HP Johnson will see you home.
Pitting such an adequate and reliable engine makes the Iroquois into 100/100 instead of a 50/50. Here we have a 30 foot yacht which can sail or motor as desired at around 7 - 8 knots. As a bonus the engine is so far removed from the internal accommodation, tucked away as it is behind the cockpit on its external mounting tray, that the engine noise is reduced to a quiet purr for those below. Some monohull motor sailors of more than 30 foot will shake your teeth out when their diesels are pushing them along.
Ray Hudson.
We have received the following letter and invitation from the Secretary of MOCRA, P. Wentworth Boyd. Iroquois owners who are not individual members of MOCRA will be welcome, although of course they would not be able to vote on policy matters at the AGM part of the meting.
Dear …….
The MOCRA Annual General Meeting will be held at the Little Ship Club, Bell Wharf Lane, London, EC4, at 8 pm. on Thursday, 11th January and I am -sending you this note in plenty of time so that you can put it in your diary.
I do hope that you will con to the AGM and help us to organise the events that you want in 1973. Your Committee has a fairly detailed programme to propose and there will be two excellent speakers. As is now traditional with MOCRA, you will be given free drinks before the meeting and we hope to dispose of the official business as quickly as possible. We will then have a break for a buffet supper, after which Bill Howell and Murray Sayle will give us a short talk about the Single-handed Trans-Atlantic Race. We have also invited M. Alain Colas to be with us who, you will remember, won this race in ‘Pen Duick IV’.
The second part of the evening, although partly paid for by MOCRA, will have to be by ticket only, and so that it will not be too much of a drain on our slender resources we are going to have to charge 50p a head (the meal alone is worth £1). I would be extremely grateful, therefore, if you could fill in the form and send it to me, together with the money, so that I will know how much food to lay on.
I do hope that you will make the effort to come as I think it will be a most enjoyable evening, and I am sure you wilt agree that at 50p a head it is extremely good value for money.
Yours sincerely,
P Wentworth-Boyd
Secretary MOCRA
Fred Newman of Lee-on-Solent has sold ‘Joy Feline’ and will be taking delivery of a new MkII sailing kit to be finished by himself in excess of the very high standard he set for ‘Joy Feline’. No doubt on lst April he will be waiting at the entrance of Portsmouth Harbour ready to take on all comers and if I know Fred he will be trying hard to show us all a clean pair of heels next session.
If you were caught in a traffic jam on the Shoreham to Portsmouth road during the first week of November it was no doubt caused by ‘Honky Tonk’ on the move to Wokingham in the capable hands of Barry Partridge.
If you want to move your Iroquois by road give Barry a ring, a specialist if ever I met one. The right price, the right equipment and a really nice guy. His telephone number at Phoenix Marine is: Brighton 594081.
Talking to Reg White at Sailcraft the other day he told me that they have been receiving requests from owners on the type of self-steering that is best suited for the Iroquois. As they are always willing to help and keen to improve the breed Reg would be grateful if owners would keep them in touch with their experiences and views on any of the gears they have fitted. Why not drop a line to me too for the Newsletter. To tell the truth I’d like to fit self-steering on ‘Honky Tonk’ next year and I don't want to buy the wrong one.
We hope to run a cruising feature on the Channel Islands in the next issue and, if this proves successful we can follow up with other areas in subsequent Newsletters.
If you have any experiences to recount, advice or warnings to pass on about cruising in the Channel Islands please write and let us have them.
The rating rule for Multihulls has been changed and elsewhere in this issue you will find a letter from Richard Hollis, the RYA sailing secretary, giving a broad outline on how it will affect us. Boats will now have to be weighed apart from being measured. The new rating will only be required for the Crystal Trophy in 1973 and all the other races will use the Portsmouth Yardstick.
Barry Bucknell has sold ‘Candida’ and now has a new Mark II breathed on and altered in tbe Bucknell style... extended coach roof, a high taff-rail with a large winch in the centre and roller reefing by S/Coast rod rigging ….. Racing Men Beware.
Roy Hodson sailing ‘Adah Rachel’ out over Chichester Bar at the end of the season got a rather good action photograph of Sail Number 75 Mark II Iroquois as they passed on reciprocal courses. He will be delighted to pass on the negative if the owner will get in touch via The Financial Times, Cannon Street, London, EC4.
When two or more boats cruise in company it can add greatly to the pleasure both of the cruise itself and the time spent planning it beforehand.
Whether you would like to plan a cruise in company, or just meet up with other owners, from time to time on your annual cruise, drop us a postcard giving your likely dates and destinations.
We’ll publish a list in the next issue, which we’re hoping will be out around mid May 1973.
We are appending the latest list supplied by Sailcraft. If you know of any changes please let us know so that we can keep it up to date.
Please renumber that the Newsletter cannot be produced without your material. We hope to publish another issue next Spring so PLEASE let us have news of your boat, cruises, modifications, experiences, etc. We would be delighted to hear from the Ladies too. Don’t wait for us to contact you.
PLEASE DO NOT FORGET THE MEETING AT:
Lincoln Hotel,
117 Cromwell Road,
London, S.W.7.
Telephone: 01 370 4444.
at 8 p.m. on Friday, 5th January 1973.
A MERRY CHRISTMAS AND A HAPPY NEW YEAR TO ALL OF YOU.
Albert McCabe.
Harry Faulkner.
15.12.72.
Jean Allard in his brand new - well, three weeks old - Mark II, no. 148 moored alongside our ‘Taquamenaw’ on the new pontoons at St Peter Port, Guernsey in August.
He was intending to work down the Bay of Biscay, spend a couple of months in the Med. then across the Atlantic to the Caribbean before making his way home to Quebec. An ambitious sail in a new boat!
How about an article on your experiences Jean, for the next issue of the Newsletter?