Editorial
Problems at St. Peter Port
Chairman’s Notes
Snoopy in the Sun
Women’s Point of View
A Simple Pelorus
Cruising in the Baltic
More Ideas and Suggestions and Comments
Cat Chat
Chairman Dr. Reg Crampton
Secretary/Treasurer/Editor Harry Faulkner
First of all, my apologies for the absence of a summer edition of the newsletter this year. Entirely my fault this time. There was a reasonable amount of material in, but the time needed to put it together into a newsletter was lacking. The same "optional extras" which held up the newsletter (running a couple of national conferences, starting up a new project and, more pleasantly, a month working in Rome) didn’t do much for my sailing season either, and it was July before we even left our mooring. However, we subsequently managed two channel crossings and an enjoyable couple of weeks on the north Brittany coast.
This latter trip brings me back to the point I raised last autumn about the treatment of multihulls at St Peter Port, Guernsey. The letter Reg Crampton and I sent, the harbour master’s reply and a letter of support for our efforts from Roy Hodson follow. How ever, as at result of a further visit this year it is clear that, in spite of the statement in Captain Wolley’s letter, multihulls are still being specifically excluded from the marina. When I questioned one of the harbour staff about this he said that those were his instructions. The exclusion was on the basis of number of hulls, and not on space occupied because larger monohulls - similar in beam to an Iroquois but seven or eight feet longer and thus occupying some 25% more space - were being allowed in.
The statement that multihulls were in future to be charged the same as monohulls of the same length was found to be true. So now you only pay the same amount for the privilege of not benefiting from the facilities, instead of half as much again. £2 to swing between a large yellow buoy and your own anchor amongst a jam-packed raft of other boats is a bit steep.
Having said that, some of our own harbours are not much better. In 1976 we were charged about £1 to anchor in the Tideway at Dartmouth. No facilities, nothing at all provided by the harbour authority to justify the charge. They just take your money. It’s difficult even to find a tap for drinking water and one harbour official even wanted to charge us extra for that.
To turn to more pleasant things, the AGM last January was probably the most successful yet, whether the success is measured simply in terms of numbers attending or in any other way. As is usually the case, this success was the result of efforts of a number of people and organisations: Reg Crampton, who used his influence to secure for us the use of the very attractive premises of the Royal Society of Medicine in Wimpole Street; Sailcraft who, with their customary generosity met the cost of the booking and the buffet supper: the staff of the Royal Society of Medicine who catered for us so efficiently for example. Above all, however, thanks to Reg White, the evening’s main speaker, who gave us a fascinating insight into what is involved in setting out to win an Olympic gold medal. A thoroughly professional job all round.
Finally, a jump of one year from January 1977 to our next AGM which will be held at the Penta hotel, 97 Cromwell Rd, London on Friday, 6th January 1978 from 7pm onwards. Once again Sailcraft have agreed to contribute to the cost of the booking but it will be necessary to make a charge of £2 per person towards the cost of the buffet supper. Please return the reply slip on the back page if you wish to come along.
Dear Sir,
We have received a number of complaints from members of our association alleging what amounts to discrimination and unfair trading by the port authorities of St Peter Port. I have set out the nature of these, and invite you to reply through our Association newsletter.
On the first point above, the Iroquois is 30’ LOA and 13 1/2 ft in the beam. Monohull boats of greater than 38’ LOA are frequently over 13’ beam, and these are (presumably) not excluded from the marina.
On the second point, a 36’ motor cruiser, with a beam of 13 1/2 feet would occupy more space than an Iroquois, and yet be charged less i.e. £2 per night for motor cruiser and £2.25 for the Iroquois. Presumably the motor cruiser is allowed in the marina at all times.
It would seem reasonable to charge on the basis of space occupied and this could be done by the square metre (length x beam). This practice has now been adopted in some continental marinas, and seems to have eliminated the acrimony which arises from the use of discriminatory procedures.
I do hope you will consider all these points, as they tend to sour the otherwise excellent relations between the sailing fraternity and St Peter Port, which has always been high on the list of desirable places. If you wish, we would publish your reply, otherwise we would advise our members of its nature.
Yours sincerely,
R F Crampton - Chairman
H Faulkner - Secretary
Iroquois Owners’ Association
Dear Sir,
Thank you for your letter of the 18th November, 1976 concerning Iroquois catamarans and in reply to the points raised we make the following observations:
I hope that the members of your Association will have many happy and successful cruises to Guernsey.
Yours faithfully,
H L Wolley (Captain)
Deputy Harbour Master
Congratulations to Harry Faulkner and Reg Crampton for lodging a formal protest to the St. Peter Port harbour authorities about discrimination against multihulls. In days gone by St. Peter Port was a charming port of call for yachtsmen and a must during any West Channel - Brittany cruise. It has been spoiled by the new strategy of squeezing the maximum revenue from yachtsmen visitors. As a frequent business visitor to the island I have made my own in formal protests to the States officials as well as written one via the Guernsey Evening Press.
For the last three years I have been simply avoiding the place during my cruises and I know many yachtsmen who are doing the same. If you have to go there avoid the expensive harbour and rude harbour master’s boatmen by anchoring in Havelet Bay outside the harbour under Castle Cornet. There is often a free mooring there. Better still avoid Guernsey altogether. I suggest one night anchored in Braye Bay, Alderney, to do one’s Channel Islands shopping, or a short stay on the beach at St. Aubin’s, Jersey. Both these excellent catamaran spots are free.
Any Iroquois owners who brave the Guernsey harbour authorities and their wicked ways next season and feel ill-treated should make a noise about it. Write to the Guernsey Evening Press with copies to the British yachting press. They spend a lot publicising their island. A little bad publicity in return can work wonders. All this sounds bitter but the ill-treatment of yachtsmen in St. Peter Port has gone on long enough.
(I think Roy makes one or two valid points there. Do write to harbour authorities who don’t give a fair deal. And do write to me so that your moan can be publicised in the newsletter. Ed.)
To the best of my knowledge, Sailcraft have never revealed their thoughts which led to the choice of Iroquois as a class name. If this is true, I hope that Reg White et al will not object too strongly if I record a little of the history from which the name emerged.
Contrary to many opinions there was never a tribe of Iroquois Indians. Our Iroquois Association was preceded at least 350 years ago by the formation of the "Iroquois Confederacy". These words are the English translation from the original language. This Confederacy was, in effect, a peace treaty between five tribes (or "nations"): the Mohawks, Oneidas, Omondagas, Kayugas and Senecas. The treaty was expanded to incorporate some degree of collaboration and union for protecting the rights and possessions of all five tribes. The land of these tribes lay roughly between the upper reaches of the Hudson River and Lake Ontario.
After the British had "acquired" New York from the Dutch, by sending in troops to the undefended city of New Amsterdam, governed by Peter Stuyvesant, and renaming the city after the Duke of York who financed the military operation, a governor announced that henceforth the Iroquois tribes should be regarded as British subjects. One wonders if this still applies.
Unfortunately the Iroquois lands proved to be of strategic value. A French military expedition in about 1668 attempted to separate the New England colonies from those of the south. In the 400 mile march through the Hudson valley, the Iroquois tribes suffered considerably at the hands of the French. However, the British ousted the French and thus strengthened the good relationships with the Indians. This episode was just one in the Anglo-French conflict which is now mostly remembered by the famous capture of Quebec by General Wolfe in 1759 a result of which is the bilingual nature of present day Canada. Thus the term Iroquois reflects, not only the speed and courage of the Indian warriors, but also the intelligence which created a mini "United States". In short it is a most appropriate term to characterise our boats.
To those interested owners, particularly in the USA and Canada, I hope this brief account is not too inaccurate; perhaps they might respond by letting us know the present day status of the Iroquois tribes. If the names of these tribes provide a new owner with an appropriate name for his boat, these notes will have been of some practical value.
Reg Crampton,
Vahine II, #74
When "Snoopy" arrived in Antigua in November 1974 it was with some concern for what the future might hold. A month or so earlier we had given up jobs in England (Charles is a chemical engineer, Susan an auxiliary nurse) to sail the Atlantic in our 31’ Iroquois catamaran. Friends, Kate and Eric, came over with us and stayed in Antigua for a few weeks before returning to England by plane. We were about to start chartering, although we then knew nothing of the business. The Iroquois was our choice as the fastest and most luxurious boat for the price. Now we have been living aboard comfortably for over a year. When chartering we can pamper eight or nine guests on day trips, three or four on one-week cruises. As for speed, she has won the multihull classes in the Fair Isle Race and Antigua Sailing Week. She sailed from England to the West Indies in what may be a record time of 32 days.
Antigua (so it rhymes with "eager") is at the North East crescent of Caribbean islands. We chose it as our base because it has one of the world’s largest yacht charter businesses housed in Nelson’s Dockyard. In the warring years around the end of the 18th century, sea power depended on keeping ships in fighting condition. England eventually gained the upper hand in the West Indies largely because the ships could be refitted at English Harbour, securely sheltered from hurricanes, whilst the French had to sail home. Nelson made his mark there and gave his name to the dockyard. It was in ruins in 1948 when the Nicholson family stopped there aboard the schooner "Mollihawk". They discovered that visitors were keen to go sailing and thus the West Indies charter business was born. The fleet grew, and harbour buildings have been restored.
Now all the dockyard has been brought back to a new and delightful life as a yacht harbour. It is a favourite watering place for ocean wanderers and we have made many good friends there, some of whom we hope to meet again in other corners of the world. In particular, Robert, Pam and Ross are following us towards New Zealand in "Kiwi II".
It is fortunate that we could get established early in the tourist season (from December to April) as there is some competition. We were also lucky to get a charter almost as soon as we arrived. Catherine and Joseph, from Peru, chartered us for a few days to take them to Guadeloupe, a French island to the south. They were great company and we were delighted when they sailed with us again the following summer. We got on well with all our guests, and this has added much to add our own enjoyment of the work. Most have been American, many Canadians, a few British and others.
Our base was established at Half Moon Bay Hotel, perhaps the best on the island. Most of our business has been 2 1/2 and 4 hour trips from Nonsuch Bay. The bay has the ideal combination of steady trade winds and no sea, being protected by a reef across the mouth. The sun always shines and the water is so clear that sometimes you can see the bottom 100’ below. The bay is fringed by "millionaire’s clubs" Mill Reef homes, after which Paul Mellon, owner of the trimaran "Three Cheers" named his famous horse. With adventurous parties we would stand out to sea for a short distance. When the trades are at their strongest the seas here on the windward side of the island (the East) can be immense. Beating against them is a good test of spirit and rig. Usually we would anchor for lunch at uninhabited Green Island where there is a fine beach. Beautiful species of fish will come close to investigate as you swim over the coral reefs.
Antigua Sailing Week is the eastern Caribbean’s leading regatta. The curtain raiser is a spectacular start inside English Harbour when there can be anxious moments as the competitors manoeuvre. Onlookers line the battlements to watch the racing yachts amongst this square riggers, Baltic traders and sea stained ocean cruisers. "Snoopy" won the multihull class against close competition, in particular "Sagitoo", another Iroquois.
Longer charters provide a changing environment. We have chartered and cruised through most of the lesser Antilles, the smaller islands east and sound of Puerto Rico. Three Virgin Islands, the north west of the chain, are the world’s most popular area for bareboat (uncrewed) charter. There are 100 islands surrounding and sheltering the Sir Francis Drake Channel, 60 US possessions, the rest British. There are many good anchorages within easy sailing distance of each other, often with good restaurants nearby. Being volcanic, the shores are steep with few navigational hazards - many consider this the perfect sailing area.
The British Virgin Islands are the capital of the bareboat business, their major industry. They are less developed than of the U S islands and retain much of their barefoot charm. In 1965 there were 11 bareboats here. In 1975 there are over 120. In chartering, the fashion is changing from the large, elegant, crewed yachts that will represent a bygone age towards the package deal rent-a-boat. The charter operator can organise everything from meeting your plane to provisioning. Here is an economical way of cruising the Caribbean. Many owners who keep their boats here offset expenses by chartering them out through an operator.
The Grenadines, 36 little islands strung between St. Vincent and Grenada, are a favourite cruising aera at the south end of the Antilles chain. The runs between them are short, 2 - 5 hours, and there are anchorages everywhere. The sea is relatively calm, partly protected from the open Atlantic by a 20 fathom bank. Bequia (pronounced Beckwe) is the last refuge of the sail fisherman few have outboards. Up to 1914 sailing whalers came here from New England. Many Americans settled in Bequia and introduced the New Bedford style whale boat. The local fishermen still use the hand-held harpoon and hunt whales under sail and oar, catching about six per year. Bequians show most initiative and are the best boat builders and amongst the West Indians. Their small fishing boats are beautifully finished with yacht enamel and have centreboards and Terylene sales. It is a surprise to see spritsail rigs until one recalls their ancestry.
In the middle of the Grenadines, the uninhabited Tobago Cays have the most popular and most photographed anchorages in the Caribbean. They are 4 islets lying within a semi-circle of coral reef. You can swim with mask and snorkel and see the expanse of living colourful coral teeming with exotic fish such as the blue and silver Chromis Damsels and the Blue Headed Wrasse. The white sand beaches are excellent for shell collecting. Here we met transient lobster fisherman camping on the sea shore. Pilotage needs great care and is strictly by "eyeball" - judging the depth of water by its colour. When the sun is high, the brown coral reefs can be seen from a distance. Shallow water over sand appears light green, to fishermen and yachtsman. Let us hope that when everywhere else has been destroyed, this area is left unspoilt.
Charles Dennis,
Snoopy and the Whitby to Tonga Express, #157
We were 10 miles or so off the Hook of Holland, in the gale which followed the Spring Bank Holiday. We had reduced our speed from 15 knots (under a No. 1 jib only) to four knots with a storm jib. One of the cups had blown off the anemometer, so I can’t answer the obvious question. Suddenly, we had only one rudder functioning. The other floated up: the knot in the downhaul had pulled through the channel in the rudder blade. I should add that it was daylight, and the seas littered with large tankers coming and going to the Hook. I should also add that the stainless steel clew fitting on our No. 2 jib (Sea Horse) had broken in two places rendering it completely useless in conditions prevailing.
Apart from praying that the remaining rudder would hold against the severe strains imposed by the unpleasant following seas, what would other owners have done in the circumstances? This ruled out any possibility of immediate repairs or make do arrangements.
Our choice was considered carefully to be the lesser of two evils. First, we continued to earnestly hope, and secondly took the risk of entering Schreveningen harbour (20 miles further on) through breaking seas, at high speed. Repair was then effected in 30 minutes.
PS we found, with one rudder, it was impossible to prevent broaching with centreboards up. With both down, the rudder stresses and were reduced somewhat!
Dr Consuelo A Agrelo
Vahine II, #74
As the Iroquois has a sliding hatch conveniently situated at a high point with a reasonable all-round view why not capitalise upon its position? After some of months fiddling with scraps of Perspex and wood I have made up a simple pelorus which is mounted on the hatch and can be aligned accurately fore-and-aft (essential) by a wing nut and clamp arrangement under its mounting. Its cover is a thin GRP dome moulded from an old cheese cover. I tell the curious it is a prototype mini radar!
The pelorus consists of a simple plastic base plate engraved in degrees and reciprocals. The sides are two flip-up Perspex plates mounted on a pivoting base. Main uses:
The Pelorus is an instrument seldom if ever seen on monomarans. They bucket about so much it is difficult to use unless it has the complication of gimballed mounts. It is, however, a valuable aid to navigation on a catamaran in this simple form fixed on a hatch.
Roy Hodson
Adah Rachel, #79
Our boat, Cigala, sail number 104 is now moored in Heiligenhafen on the Baltic in the near from Fehmarn. We brought it to this mooring over Easter in a non-requested snowstorm. From this harbour, at the end of June, we started our journey through the northern Baltic to Stockholm and Skargarden. A stable cruise with the help of the boats "Sharp Tillermate", spinnaker and the crew, one skipper, his 14 year old son Christian and 12 year old daughter Franziska.
Picture taken at Hono Klava, Sweden on 17-7-77. Aotea #162, Cigala #104, Jen Jen #29
The first point of destination should have been Utklippen, the southern entrance to the Kalmarsund. Regrettably due to floating debris just below the surface of the water, and noticed too late, we ended up 24 hours later with only one rudder, the port rudder being totally unusable and beyond repair. With thus made Utklippen with an SW aft wind force 5 only on our small genoa.
In Karlskrona we put under for repairs. Three days later we were once more under way and reached Harstena near Stockholm when the wind changed to a NE direction. Because of this direction change we decided to change our direction too and set sail to the Gota canal and onwards to Goteborg and the Skagerrak. Now the Gota canal has approximately 70 hand operated sluices which were built between 1818 and 1822 and since then so they have remained without changes. We needed a little morale-booster after all this and this we got in the Vattern and Vanern Sea where we were met with crystal clear water and beautiful summer weather. With this weather we entered into an unplanned time span of Sweden’s changeable historical periods, so interesting that it would interest the non-interested historian.
In Honoklava, 10 SM westerly from Goteborg took place between the 15 and 17 July an international multihull meeting, we were very much honoured to be able to be part of this meeting. There were over 100 participants taking part with something like 30 cats and tris and quite a few Iroquois out of Sweden, Holland and Germany. This meeting ended with a small race, which we thoroughly enjoyed and a festival luncheon with no holds barred in the small Fischerdoff Hotel. A thoroughly interesting and enjoyable period.
Back to the sailing and return journey which I don’t really have much to write about. A rather uninteresting sail through the Kattegat and the sound and passing Copenhagen southward bound. Not that the journey was uninteresting from a geographical point but for us it was a sailing point, we had a rather unusual amount of wind between force 3 and 8 from the S - SW with a strong low front over Poland which had no interest in leaving this region. Win some, lose some, that’s the weather, but we still enjoyed ourselves.
The Baltic is a sailing area without seasonal times an adventurous sea through the Danish islands to the coastline of Sweden. Bringing me to the main reason for this article. Perhaps an Iroquois owner is interested in exploring in his 1978 summer holiday the Baltic and negotiating in an exchange of boats. The crew of the Cigala is very much interested in exploring the Mediterranean in an Iroquois during the same period.
The Cigala is a complete and fully equipped Iroquois, Mark 2, B G electronics, VHF telephone, Sharp autopilot, 33 HP Johnson, Radio DF, paraffin heating, seven headsails, from Storm jib to 85 sq. m. radial spinnaker, fully battened mainsail. If required there are English sea charts on the Baltic at hand and tips for various long turns and tacks are available. Last but not least, 1978 is the OP sail in Oslo.
Thomas Neuber
Cigala, #104
(The exchange of boats suggested by Dr Neuber is an interesting suggestion which I don’t think has cropped up before. If anyone else would like to make similar proposals please let me know. Ed.)
Having read David Asdell’s interesting account of his experience with a Tiller Mate, I also decided to fit one. Because of the spurious effect of magnetic fields created by electrical wiring etc, the siting of the compass becomes a problem. Finally, it finished up in the small port cockpit locker. That drive unit was fitted 4’ away on the port cockpit coaming. It is held in place by two small stainless shackles, fitted through the fastening rings on the unit, to two stainless lacing eyes fitted on the face of the coaming, but 23" forward from the rear edge. There is a clamping bar supplied with the unit, but I find this superfluous. In fixing the unit, I have attempted to maintain 90 degree angles between pulleys and tiller axis.
My tiller when in a neutral position (no port or starboard helm), is 8" from outer edge of coaming. The drive ropes from the drum pass through a double pulley fixed with a 3/16" bolt through the axis, and 5" from the outer edge of the coaming, but positioned as far back as possible. From these, the rope passes through pulleys positioned 4¾" forward (17" apart) of the back edge. The pulleys are bolted on via their attached plates (standard dinghy type) and are bent upwards slightly to give the rope a lead up to the tiller. After passing through lacing eyes situated on each lower edge of tiller, they are clamped in cleats also fastened to edge of tiller. Rope should be halyard type pre-stretched terylene.
The power supply was brought along the inside of the transom through the large radius and about 9" above the cockpit floor. I used a waterproof rubber plug and socket (labelled Lucas 809123 about 1¾" diameter containing about 6 pins). Everyone who sailed with me this year, agreed that the unit was the best investment I have made so far.
My wife, Pauline, would like to put in a recommend LIQUID CHEMICO for cleaning the fibreglass, and FLASH did a wonderful job on the interior lining, which in parts was affected by mildew. This year, the water from our flexible tanks had a taste, even though they are continuously being filled. Has anyone any ideas for cleaning them out thoroughly?
On the racing scene (up to 20 miles), I have done about 32 races this year, but this time against the faster IOR rated monohulls. To further assist in comparing ratings, our bilge keel classes also sailed the same courses. This latter class on average, required an 8% increase on their standard Portsmouth Yardstick to be comparable (results from a previous year). My Iroquois is most susceptible to changes in Portsmouth Yardstick with weather conditions.
|
Windforce |
Iroquois |
Centaur |
Nicholson 30 |
|
0 - 1 |
95 |
105 |
92 |
|
3 |
88 |
101 |
90 |
|
5 |
85 |
97 |
88 |
Where I lose out, is in light airs. Genoa (270 ft2) is too small relative to IOR racing monohulls. I find I can only effectively use a spinnaker when the wind is well behind the beam, and I only use it below force 3 - 4. In a choppy force 4, I find my low footed genoa tends to accentuate the hobby horse effect, whereas, my slightly higher cut No. 1 jib (220 ft2) will pick up speed more rapidly. To overcome this hobby horsing, I loosen off the forsail slightly (3"), and sail slightly more freely (say 2o) and thus in footing faster one tends to sail through the bigger waves which would otherwise stop you in your tracks.
Just for the record, I had the boat planing for 200 yards in one race, and this was not by design. It was an offshore 5 - 7 wind and we were sailing parallel with the shore on a reach, fierce gusts were coming from the Welsh mountains. We had already let the main go three times on that the beat down to the last buoy, flying full main (185 ft2) and No. 1 jib (220 ft2). On the reach, I was keeping my eye on the lee float which at times was very nearly awash, when my son, who was crewing for me that day, shouted "What the hell are you doing?". I looked up and noticed the water flashing by. The helm, which up to that stage had been pretty heavy, suddenly went free, I bore off slightly to maintain apparent wind angle as we rocketed forwards, it was just like sailing a dinghy. On the next leg which was a run out to the seaward mark, we put 4 rolls in the main and even then pulled away from a spinner (who incidentally was flying his spinnaker). The next leg was a beat, we set the traveller 18" off centre and hauled the mainsheet hard down and beat back on the jib. We felt safe like this, footing well at six to seven knots at 40o to 42o off the apparent wind (which had increased slightly 6 - 7). We finished a mile in front of our nearest rival. A rating officer calculated that we had sailed to a yardstick of 81, but bear in mind the conditions suited this type of boat.
In a previous article, I wrote about dropping my transom bracket about 3" to 4" to immerse my standard long shaft engine a little more to improve drive. Although it wasn’t as good as my extra long shaft Johnson, the present modification works quite well. The weight on my boat is so distributed, that the bottom of the transom when on moorings is only two inches below the water and thus before I dropped the bucket, the cavitation plate was only 1" below water level. When going to windward in a chop, I find it is essential to have some main up to steady the boat and proceed to windward by tacking 15o to 20o off the wind the main being pulled hard down in a central position (and of course no jib).
John Peacock,
Cheshire Cat, #140
Many thanks for the newsletter. I had no idea that the association existed and so I am delighted to have found a source of practical information. I am at present fitting out shell number 256 using basically the Sailcraft layout, and gleaning information from whatever source is available. Your article on Dandelion was very interesting as I went and had a look at her in Dartmouth, however, no one was on board at the time. Do you know of any other Iroquois owners in the West Country?
This is my first venture into the cruising boats as I’ve been a dinghy sailor for several years (Ospreys). I was most impressed with my sail at Brightlingsea and also with the help and advice from Sailcraft and in particular Mike Mahoney - a very different story to my attempt to purchase a Seal 28 from the makers!
Actually finding a suitable name has been a problem so far as my wife and I haven’t managed to agree on one yet! I look forward to the next newsletter.
John Boyd
(We’ll publish an up-to-date owners list in the next issue, so all members let me know of any changes you’re aware of. Meanwhile would any neighbouring owners like to contact John Boyd? Ed.)
There is a most interesting Iroquois Mk 2 in Leamington with a small Petter diesel installed in each hull under the berths which have been raised 4" to accommodate them. The fuel tank was installed in the tunnel between the two berths, and the water tanks relocated on the shelf over the forward berths. The owner is a builder and so has good access to tools. He has also done a very good job edging the hatch with a rubber moulding which stops them slipping.
I share my boat with a friend and we are finding costs are soaring. We would be glad to meet with anyone who would be interested in buying a third share.
D Hamilton Harding,
Honky Tonk, #84
I want to tell you that I sold my Iroquois and bought a 42’ catamaran in London, designed by Eric Manners, so I am an Iroquois owner no more. I wish you good luck for the future and all Iroquois owners a happy sailing summer.
Jurgen Martin,
ex Bally Mena II, #106
I wish to obtain a second mainsail (in good condition) for an Iroquois Mk 1. No battens are required. If anyone can help me I should be obliged.
W I Horler
Our first season with Shalom Rav, #233, started late due to a cold and rainy spring and ended early with the onset of winter in October. In between we had an early August hurricane, most unusual for Long Island. Nevertheless our memory focus seems confined to the warm sun - the fine beaches and those star filled nights when Shalom Rav lay quietly at her anchor and we relaxed on her trampoline. I suppose sailors have a distorted view of the world, but at least it’s a magnificent distortion.
Howard and Gloria Goldson
Shalom Rav, #233
We have found the technical suggestions in your issue Autumn 1976 to be extremely helpful on several points. I note that you have a request for information for grounding. When we ordered our boat from Sailcraft we had them install complete grounding with two grounding plates attached to the bottom of each hull. We have a lot of lightning in this area and this has proved to be quite good so far. The grounding plates used were the standard type used on powerboats.
William J Atkinson, Jr
I am a new Iroquois owner. Can you inform me about the following: my sail number; insurance group or company with special terms for members of the Iroquois Association. Looking forward to your answer.
Jeff H Peusens,
Zwerfkat, #245
(I believe your sail number is 245. Regarding insurance would members be interested in trying to get special terms? As an association with so many members we may have an incentive to offer a broker or company. Ed.)
The Autumn 1976 copy of the IOA newsletter was greatly appreciated and very useful to me. In that letter, someone mentioned the possibility of republishing all of the old letters for those who would be interested. I would definitely be interested in having a copy of all the old letters and would appreciate hearing from you if they are available.
Troy H Hutchinson,
La Mariposa, #238
(This is a request I do occasionally get, but regret that the time required to provide such a service is rarely available. Ed.)
We sail out of Pensacola, Florida, and have found the boat ideal in almost every respect. Our only real problem is that while at dock we find ourselves frequently interrupted by admirers of the boat, which is really saying something in this established bastion of keelboats.
Steven Kelly
My Mk 2 has an outboard motor, Johnson 20 hp. This motor was recommended by Sailcraft. During all the time, 1971-1977, I used the motor only for manoeuvring in harbours. But I have permanent trouble with the motor and I can never be sure that it will work when I need it. Certainly it would be better to buy a new one. But I am not sure whether it would be wise to take a new outboard or better to try to install an inboard diesel. Did you ever hear about an installation of an inboard diesel in a Mk 2?
I will try to come to the Boat Show in London.
Wolfgang Dommer,
Jowodo, #125
(Problems with outboard motors seem to be endemic amongst the Iroquois fraternity. Whenever one hears a member praise one type of motor one can be certain of only one thing; that before long someone else will be condemning it as the most incompetent piece of engineering ever foisted on to the boating public. Diesel installation would seem to be an expensive way of solving the problem if it’s only for manoeuvring in and out of harbours - if you want to go motor sailing that’s a different matter entirely. We did have an article in the summer 1974 issue by S Lindgren who may be able to supply details. I don’t recall any others. The Mk 2 Iroquois was, I believe, designed for an inboard installation. Would anyone who has installed a diesel (or other inboard engine) into a standard Iroquois like to write about it - with as much detail as possible about the fitting, and experience with it in practice. Ed.)
Postcard view of Cherbourg captioned "sun setting over Port Chantereyne". The boat belongs to Mr. G Vuillemin, TEFNOUT II, #241. The photographer seems to recognise a good thing when he sees one!
I have recently become the happy owner of an Iroquois Mk 2. Unfortunately the boat has had a number of owners who have each left their own imprint on the boat with varying degrees of success or good taste. I am interested in restoring the boat and have begun a series of minor alterations such as replacing the cabin door (which was falling apart) and bringing back the natural beauty of the brightwork. As well some work needs to be done on the rudders in addition to a need to replace certain items such as the trampoline, the main sail, the lifelines, etc. I am contemplating painting the boat but before doing so I am hoping to receive advice and suggestions. Unfortunately, there are few Iroquois owners in this part of the world with whom I could exchange ideas or discuss possible innovations. One of the former owners did mention the existence of an association of Iroquois owners as well as some sort of manual for new owners. I have written to Sailcraft Ltd who have referred me to you.
You may be interested to learn that the Iroquois is attracting a number of favourable comments from sailors in this part of Canada where catamarans are not well known. Perhaps there might be some ways in which you might explore to make them better known.
Claude F Brouillard
(Sailcraft did, a few years ago, publish a booklet for new owners containing articles on sailing the Iroquois by Mike Ellison who sailed the 1966 round Britain Handicap winner; Robert McAlpine-Downey the designer; and Reg White the builder, who has himself been known to sail catamarans occasionally. The IOA have no copies of this, and, judging by the response to your query, it would appear that Sailcraft don’t have any either. Can any owner help?
To Sailcraft - how about updating and reprinting it for new (and second hand) owners? I’m sure many owners new to catamarans would welcome it. Ed.)
