IROQUOIS OWNER'S ASSOCIATION

Summer 1974

Contents:-

Editorial
Autumn Rally
Cruising around Cherbourg
A Centre Cockpit Modification
Some Forces, Facts and Moments as applied to the Iroquois Catamaran
Letters
CAT CHAT

Chairman Patrick Wentworth-Boyd
Secretary & Treasurer Albert Macabe
Editor Harry Faulkner

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Editorial

Mid season now, although summer seems long time ‘icumen in’, and the AGM last January seems a long time ago. The Hotel Eden provided a pleasant and convenient venue, and members managed to transfer their drinks to their left hands for long enough to vote the above named into, or back into, office. It was the unanimous view that the Newsletter should be continued a little longer, if possible, and members decided that the subscription should be raised to £1. This should see us through a few issues at least before further funds are required, since the production of the Newsletter is virtually the only outgoing. Those who have already returned their address slips and 50p for the Newsletter are considered to be paid up subscribers until the next whip-round becomes necessary.

We are publishing our up-to-date owners' list as a result of slips returned from the last two issues. Those marked with an asterisk have confirmed their name, address and boat number in this way, but as for the remainder we are still not sure whether they are getting the Newsletter, whether they wish to continue to get the Newsletter or even whether they are still owners. If any of those not marked wish to continue having the Newsletter please let me have confirmation of the above details and your £1 note (or its equivalent at the going rate in any other currency).

Personally I’m going to keep a copy of the owners’ list on board Taquamenaw - I often pass other Iroquois (going the opposite way of course) and it will be nice to be able to identify the boat and owner.

Before leaving the AGM two interesting suggestions were put forward by members.

George Bone suggested our Autumn Rally (or should it be social evening?) at his club, the Royal Southampton at Beaulieu, and a letter from George giving details follows this editorial. Lionel Frampton, an associate member from Guernsey - not an Iroquois owner, but the builder of two impressive (and fast) cruising catamarans, extended an invitation on behalf of the Guernsey Yacht Club to Iroquois owners to join some of their activities this summer. A letter from Lionel giving details is enclosed, and I can assure members of the welcome that will await any who can join in. I’m sorry that we haven’t been able to get this issue out before the June 8th event.

Before leaving the subject of the AGM, and just in case next Autumn’s issue of the Newsletter doesn’t arrive in time to give a great deal of notice, book the date of the next AGM in your diary NOW. It’s always on the first Friday of the Boat Show at around 7.30 or 800 p.m. Don’t let the formidable letters AGM put you off - the formalities are kept short and are not allowed to interfere with the serious business of the evening. Final details, no doubt at the last minute, in the next Newsletter.

We are now printing the Newsletter by a new process and this makes the reproduction of diagrams and photographs possible, so if you have any ideas for modifications or other articles that need some illustration we can now do them justice.

Finally, my thanks to all those who have written - firstly because without these letters and articles there would be no Newsletter, it’s as simple as that, and secondly because of the pleasure in hearing of so many different experiences, interests and points of view from all over the world. Keep them rolling in.

Harry Faulkner.

Contents

Autumn Rally - Royal Southampton Yacht Club

At long last I have now been able to obtain further details of the proposed Autumn Rally for the Association at the Beaulieu River Section of the Royal Southampton Yacht Club at Gins Farm Club House and this will be on Saturday, 21st September 1974. I propose that we make a nominal charge of £2.50 per adult member to cover the cost of food and drink.

As the Rally is only intended to be over one night there should be no mooring problems as the Club normally provides for at least a dozen or so for the benefit of visitors to the Club.

I have not been able to get a more detailed map of the camp as to how to get there but the Royal Southampton Yacht Club fixture List card, which is enclosed, will give some idea of the location and perhaps you will be good enough to provide photostat copies of these to send to interested members.

To enable me to make a success of this occasion it is imperative that members write to me at my company address: Visual Planning Systems Ltd., Athlon Road, Alperton, Wembley, HA0 lED, Middx. so that I am able to make all the necessary arrangements.

George P Bone

Contents

Cruising around Cherbourg

You asked my father for a few words about cruising around Cherbourg. I answer for him.

Iles St. Marcoux, two islands, the Ile du large and the Ile du terre. We can only go into the Ile du large, the other being a bird sanctuary. The best mooring is between the two islands, but be careful, there is a strong current. There is a very small harbour, but I do not think that an Iroquois can enter. The islands are uninhabited and full of birds. There is a very nice day trip from St. Vaast or Barfleur but the mooring may be unsafe if the wind is strong. St. Vaast la Hougue - a very dirty harbour which dries at low tide. Main advantage it is nearest to St. Marcouf and the entrance is very easy. Barfleur - well known by some Iroquois owners, this is a lovely harbour. You moor alongside the quay and have to go ashore by ladder. This harbour also dries out at low tide, however, a cat can easily go into the middle of the harbour at low tide. The entrance is very easy but you have a good transverse current and at night a house is sometimes in front of one of the two lights.

Raz de Barfleur - be careful with this one - 5 knots of current when against the wind gives a very rough ride. I saw 7’ waves with no wind at all and 15’ waves are quite common with a force 5. From Barfleur to Cherbourg the best is to start the trip 2 hours after high tide at Cherbourg.

Levi or Fermanville - a very nice little harbour, but it is usually full of boats in the summer be careful there is a lot of fishing gear floating around.

Le Becquet - no problems with this very good harbour.

Cherbourg - the only trouble is the Flamands pier which is under the water at high tide - a lot of British boats are damaged each year - welcome aboard CATCHANT.

Omonville - the only full water harbour of this coast with Cherbourg - a good scale except with a strong NE wind.

Port Racine - the smallest French harbour. I was rather surprised to see a postcard with Iroquois 69 Wardance in this harbour - entrance easy but of course it dries out.

Raz Blanchard - not worse than Raz de Barfleur but longer - every year several boats are in difficulty, often with broken masts.

Aldernay - Port Bray is the harbour, it is very choppy with strong NE winds and some prefer to enter Telegraph Bay. Like all the Channel Islands it is a nice scale.

Guernsey - St. Peter harbour is very safe but there are plenty of boats there in the summer. St. Sampson is quieter but the generators from the town are noisy. Sailing around is great fun with all the creeks, Herm and Jethou. There is lots to explore but it would be advisable to buy the small book of the rocks and passes at the shipshandler.

Sark - a wonderful small island, the pity is the lack of good moorings. Port Creux and Port Messaline are full of boats and the Havre Gosselin unsafe with a West wind. However, do not miss this scale, it is so beautiful.

Carteret-Barnewille - often reached by the boats who miss Guernsey - this harbour is amazing with its shape, but be careful with the current.

I hope that these few words will bring some more Iroquois to this country. Sorry for my bad English, all corrections are welcome. Thank you for the association, it is very helpful mainly for us French who are quite isolated with only 2 or 3 Iroquois.

Eric Lerouge
C/o Bitterne, Soton

I wish my French was as good as M Lerouge’s English. Visitors to Cherbourg are no doubt familiar with M Lerouge’s Iroquois ‘Catchant’ which is based there. Editor.

Contents

A Centre Cockpit Modification

I am writing to you because a friend of mine, Mr Bo Henrikson, who I think you met in Hotel Eden on the 4th January this year, told me that you are interested in news about Iroquois.

I am the owner of an Iroquois Mark II, sail number 110, named ‘Anna Lavinia’. I got her in August 1970 as a half-fabrication from Sailcraft, and during the following winter I got her completed at the Vindö Yard here in Sweden, but with a little different shaping than the standard boat.

I think that the Iroquois is a very good cat, maybe the best you can get today, but I prefer a central cockpit. At first I discussed my idea with the Swedish agent of Sailcraft, Mr Sture Svennson, who gave me some good advice and after that I cut the cabin just behind the mast and drew it backwards. You can see the result from the drawings and photos.

I like my ‘Anna Lavinia’ very much. She has a good balance probably because of the fact that heavy things such as the motor (115 hp Volvo Penta with aquamatic), water tank and gasoline tank and the crew are placed near the middle point. Once we were sailing very well with 13 persons on board! Of course the cabin is smaller than the cabin of the standard boat, but nevertheless I have seats for eight persons for dinner. The dining-table is movable and can also be used in the cockpit when the weather is good. The cockpit is covered with a sprayhood to shelter the helmsman's seat. In harbour I usually complete the sprayhood with a boom-tent and we have a waste sheltered area. Especially I like the after-deck because there is a fine place for sunbathing or fishing while sailing is going on. Also you can easily reach a dinghy from the after-deck because you are rather near the surface of the water.

The rigging is supplied by the firm Selden in Gothenburg. The mast cannot be let down as is the case on the standard Iroquois. The ropes go into the mast to winches on the top of the cabin. You can set the sails from the helmsman’s seat in the cockpit.

The sails, supplied by Syversen in Smögen, Sweden, are a mainsail 20m², a genoa 30m² plus a small foresail 7m²and a spinnaker 64m². The genoa is permanently set all season and rolls up on the forestay with cords under the bridgedeck handled from the cockpit. You sheet home to the after part of the cockpit.

The construction may be a little heavy, but I think she is sailing rather well and fast, especially when the wind is a little bit rough. She easily makes 7 knots and a few times I have reached a speed of 12 knots. By motor the top speed is about 12 knots, but I prefer slightly slower speeds, say 7 to 9 knots, because of the gasoline costs!

I think I have got a fast, good and comfortable motor-sailer and you are welcome to have a look at her if you should like to.

At last I will thank you and your friends for the good job with the Newsletter, which I read with pleasure (I have sent my little 50p coin!).

S Lindgren, Göteborg, Sweden.

We received a beautiful colour print of the boat in action which unfortunately got creased in the post so couldn't be printed. The cover photograph however shows the neat and attractive lines of the conversion. Editor.

Contents

Some Forces, Facts and Moments as applied to the Iroquois Catamaran

It is generally accepted that the winds around Britain on average will gust one extra force on Beaufort scale. To find the effect of this one must be able to relate wind speed and force. There is an accepted aerodynamic force formula which actually does this. The force per unit area is:

C is a coefficient I will later determine approximately
þ is the density of air
V is the speed of wind in feet per second

From this formula force is proportional to V²

It will be seen from this table that the wind increases in force from one scale to the next by a factor of 2.

With the built in ballast in an Iroquois one does not tend to notice this considerable force increase. If one has too much sail area up then a gust could overturn the catamaran. Bearing in mind these facts I will later calculate [and recommend] maximum safe sail area in varying wind conditions.

This article was published in 1974, before our increasingly litigious times, and I am sure that these days the author would have hesitated to use the term "recommend". All skippers must make their own decisions on safe sail area based on all the relevant factors such as; the stability of their boat, how she is loaded, the ability of the crew, the sea conditions, and the state of readiness of the crew to respond to worsening conditions - Webmaster.

One of the problems of calculating the forces is knowing the value of the coefficient (C) applied in the aerodynamic formula. Even with a standard boat one can vary the shape of the sails, ie fullness, to produce high thrust and high side force or flatten them to produce little of either. The coefficient is also varied by the angle of inclination to the apparent wind and the speed of the boat. C_R, C_T, C_SF, the resultant, thrust and side force coefficient will vary considerably, so we must use mean figures, which will also include some consideration towards safety.

All the fittings and equipment were itemised and weights estimated with the following results:

=5400 lbs total

In calm water on one hull there is a weight acting down of 2700 lbs supported by 43.5 cubic feet of buoyancy the displaced water exerting an upthrust of 2700 lbs. We assume a wind blows sideways against the sails and lifts the windward hull reducing the displaced water and increasing the displacement of the leeward hull by about the same amount. With the indicated apparent weight loss or loss of upthrust, the pressure on the sails and corresponding angles of heel produced would be as per table.

Moments are taken about the centres of buoyancy which is assumed to be central at 10" from the bilges.

At 13^o the centre of gravity of the mast nearly acts through the centre of buoyancy of the leeward float and thus the mast has lost its righting moment of 1000 lbs ft.

There are a number of other forces which I should consider but these will only complicate the understanding and affect the final results to a minor degree. One such consideration is that the sail force will increase the apparent total weight of the boat on just lifting by some 440 lbs but this will only press the boat slightly more into the water.

At this point of ‘float just lifting’ the wind is just balancing the weight of the hull. It is generally agreed that at this point one is on the verge of capsizing. Then why haven’t we had more capsizes?

I have just lifted a hull in force 6. B. Shaverien nearly capsized in force 6+. The sail area in both cases was approximately 450 sq. ft.

Assume 25 MPH wind + 5 MPH boat = 30 MPH or 44 ft. per second. From the aerodynamic formula 1930 lbs = C_SF x ½ x 450 sq. ft. x 0.0024 x 1940.

C_SF = 1930 / 1048 = 1.8 approximately

This coefficient relates the effective side force produced from the wind when close hauled. It is possibly high but a higher number is safer.

I have watched in amazement an average dinghy helm single handed on a dinghy cat sail for long distances ‘flying a hull’. There appears to be some other force helping him thus we must look further into righting moments and wind forces up to the point of capsize.

These residual righting moments should be compared with the apparent loss of wind force caused by heeling the sail to present a small area. For comparison an assumed force on the sail of 27000 lb ft is reduced by the cosine of the above angles. The effective righting moment is also tabulated.

These figures indicate that the capsizing force of the wind beyond the point of float lifting is always greater than the righting moment and thus when the Iroquois cat in constant wind starts to heel it will continue to do so to the point of capsize. Everybody knows this fact to be completely wrong because a very large number of cats have lifted a hull and have not capsized.

Referring to the above table I should also like to point out that without sails the boat still has a little righting moment left even at 60^o of heel providing the crew are on the ‘righting’ aide. Some other unaccounted for factor must come into play to restrain capsizing.

This must be related to the force of the wind on a heeled sail. When a boat heels the sail must tend to deflect the wind upwards. With the mast vertical the wind will bend through 45^o. As the boat heels the wind, by deflecting upwards, can reduce the angle through which it is bent, i.e. take the least angle of resistance. I calculated this reduction of angle for the full rage of heel angles for upward deflections of 7^o and 20^o of the wind.

On checking through my ‘sailing notes’ I find a reference in "How Sail Boats Win or Lose Races" by W A Smith on the percentage loss of sail power due to heeling.

My method of calculating was as follows: Sin (angle of deflection) x tan (heel angle) is the angle that wind is deflected less than 45^o.

The difference between the tangent of this angle and the angle of wind off bow expressed as a percentage is the power loss.

As my calculated figures for a wind of 35^o off the bow were very close to the practical measurements made by W A Smith. I then recalculated for a wind of 45^o off the bow. My figures at the low heel angles of 20^o heel do not agree; better correlation is obtained at 70^o deflection. This seems reasonable as when the boat is vertical the wind will be deflected backwards only.

If we then compare these reduced forces with the effective moments at the various angles of heel one gets a different picture. Up to 30^o of heel there appears to be a loss in force of wind on the sail. The rate of loss at the higher angles of heel is such that the resulting force just balances the reducing righting moment. This is the time lag between just lifting and losing control, this is when one must take evasive action.

This is the possible explanation of why we do not have as many capsizes as one would expect.

Having reached the point of flying a hull I should like to record a practical experiment I did. The wind was offshore force 4-5 and the sea flat. I pointed up into the wind on a close fetch the apparent wind was just over 40^o off the bow. Sails - main + 200 sq. ft. jib. Before pointing up we trimmed the boat to maximum speed and repeated the test 5 times. In 3 cases out of 5 the wind speed indicator showed a rise of about 3 knots.

The experiment was repeated from the same angle but bearing away. With the second tactic the wind speed never rose and after we had born off some 60^o the wind speed and boat speed dropped right down (there was also no danger from going into ‘irons’!!).

If one is sailing 40^o or more off the apparent wind I would always recommend bearing away. If one is hard on the wind how can one be sure the wind hasn’t suddenly freed and thus it would again be safer to bear away.

The distance between the centre of effort of the sails and the centre of resistance of the hull is not materially changed by dropping the centreboard. My calculations show it to increase by 3" - 4" only.

With the centreboard raised, although one's leeway increased considerably, one loses 1/7 of one's side force and capsizing moment. During a blow the surface water can be flowing in all directions with the breaking waves, while the deeper water beneath is more constant. The centreboards bridge the gap into this deep water and could cause upset if a breaking wave fiercely thrust the boat sideways. I would suggest this is what happened to Nick Kieg, beating parallel with a rogue breaking wave from the beam, suddenly sailing over the crest of the wave and fell into the trough. The centreboards resisted side-slip and the wave breaking virtually beneath the boat forced the boat over. The wave was, of course, assisted by a reasonably strong wind but the wind itself did not seem quite strong enough to cause capsizing.

From the results so far obtained I have calculated the following safe sail areas to fly in various winds for safe cruising.

(The safe figure is equal to the next higher force + 50%)

With the above sails one should attain speeds of 5 to 6 knots.

For extra safety I would also recommend fixing a fully opening heavy duty snap shackle between the lower mainsheet block and the transom slider. Mast head buoyancy also gives one the chance of righting if one did accidently capsize.

By keeping the crew on the upper side in ‘Hairy’ weather one may avert a capsize.

If the inevitable happens everyone should stay on board climb onto the upper hull, pull out the centreboard and firmly cleat the down haul. Attach safety ropes to enable one, if necessary, to stand out on the centreboard.

The most agile of the team must then pull off the sails and stow them. If the mast head is to leeward it must be dragged to windward with a drogue. A sail about 100 sq. ft. should be sufficient. Attach to a halyard on the mast but preferably through a block half way up as it may interfere with the righting operation if a mast head block is used. Throw the sail into the water clear of the hull.

As the mast head is pulled round to windward one must continually be wary of the boat righting itself.

Make a note of how far the mast head buoy is immersed.

If one can stand horizontally out on the centreboard and support oneself by the mainsheet with the boom lashed vertical a considerable righting force can be produced of (weight / 4.5).

The topping lift must have a strength of 4 times the man's weight.

Any crew stood on the extreme end of the centreboard would have a righting force of 1/7.5 of their weight and 1/6 of his weight with a 5ft wave lifting buoy.

The Balance of Weight on the Masthead Buoy

As there is only a slight resultant load on the masthead a third party could lift and throw up the mast head to right the boat.

Remember all my calculations are approximate, I do hope that everybody reading my report can understand it and can utilise the information to their advantage.

John Peacock
Prestbury, Cheshire.

Contents

Letters

From Reg Crampton

The Newsletter is an admirable publication. I have greatly benefited from it, especially as a result of the information about mast lowering, the construction of a rest to fit the front beam roller, and the securing of the inside mast support. In return here are a few comments which may be of interest.

Mast Head Buoyancy

Having capsized a Mark I, I can assure owners that the masthead float does its job. In spite of seas associated with force 8-9, it remained secure, and the boat did not pass beyond 90^o - 110^o. But there it remained. However, the fear that it might give way caused us to leave open the cabin doors. A few moments later, about 5 tons of water entered at a speed which seemed to be about 50 knots. It smashed the table, etc. and caused us to rapidly evacuate the boat, which settled deeply in the water.

Self Steering

I tried the QME on my MarkII (Vahine 11) and this worked OK with a crew. Single handed it was difficult to connect tiller lines before the boat went off course. I have now fitted a Sharp Tiller mate, with compass and wind sensors, and this works very well. The Tiller lines can be left connected, with the machine switched off and the clutch out. If anyone would like to acquire a QME, complete with fitting bar and lead weight for 50% of present price drop me a line at 3 Old Styles, Langley, Maidstone, Kent. (Otham 291).

Jib Halyard

Last season, I arrived at the masthead on at least 12 occasions, due to jib halyard jamming. Finally, I dismantled the whole assembly of sheaves, forestay and backstay fittings. The cause of the jam was an inadequate sized plate which separates jib and main halyard sheaves. A new one was easily made, and the trouble eliminated. There are a number of interesting tales associated with this trouble, especially when the jam occurred with the genoa hoisted, and the wind rapidly rising to Force 7. However, such tales are better told when adequate beer at al is available.

Bilge Water

During the season increasing amounts of salt water collected in the locker containing a PVC water tank under the rear starboard berth. I drilled a small ¼" hole into the foam under the berth from lower down in the locker, and a steady dribble of water emerged. With the boat ashore, the starboard stern locker has been given a liberal coating of epoxy resin, as this seemed the only source of ingress of water. Has anyone else experienced and solved this problem? Also, slight leaks into the bilges: any suggestions for cause and cure.

Berth Lighting

Fitting a flexible map reading lamp low down in my rear quarter berth is very successful. One can read in comfort without great battery drain, and the annoyance of finding the sleeping bay hole and zip in the dark is avoided. Off the same wiring I have also connected a voltmeter for battery checking and a 12 volt car clock.

Anemometer and alarm

A year or so ago I fitted the Tannoy instrument. It has been very satisfactory. The 24 volt supply was easily supplied by fitting a couple of small 6 volt dry cells (Everready) in series with the supply from the main 12 volt battery. The alarm, red light and loud bell can be set to actuate at any wind force above 5. The instrument can easily be calibrated, if this should be necessary. Would be happy to forward direction to any interested party.

Black out

I have a window fitted just starboard to the cabin doors. It is essential to black this out for night sailing so that the cabin and chart table lights can be used without the helmsman becoming neurotic. A simple way is to use the lid of the locker under the chart table settee. A couple of clips allow it to be hung from the window hinges and a strip of foam stuck around the edges provides a completely light proof effect. Hung on the outside of the window, the off vertical slope of the bulkhead ensures a firm fit, without the need for weighting it, or fastening down the lower edge.

These are a few of the technicalities. I hope they will be of interest, and encourage other owners to write of their own little (but often important) problems, and thus facilitate what Samuel Smiles called "self help".

R F Crampton
Maidstone, Kent

Guernsey Yacht Club - from Lionel Frampton

Many thanks for your letter and the reference to the ‘Iroquois’ meeting held in January, I’ve no excuse, sheer neglect!

I approached the Commodore of the Guernsey Yacht Club concerning the ‘Picadilly Trophy Race’ held alternate years between Guernsey and Jersey and he said the Club would be delighted to see owners racing (this year to Jersey). It’s a nice short race, about 28 miles and held on June 8th which is a Saturday. The start is at 1.30 p.m. with the finish at St. Helier where a buffet dance is generally held.

I would like, however, to offer a warm welcome to any cat owner who visits Guernsey and would be delighted to show him some of our haunts, as you are aware the east aide of Herm is very pleasant if you keep way from the crowds.

The new boat continues to grow and should be in the water during the summer. I’ve decided on cutter rig with a petrol hydraulic drive, a Morgan Giles bevel unit with a Hillman Imp engine. It should be quiet and with the engine between the hulls should not be a fire or explosion risk.

Lionel Frampton
Monnaie Road,
St. Andrews,
Guernsey.

From David Walsh, Newsletter Editor of Multihull Offshore Cruising & Racing Association

Albert McCabe has given me a copy of the Iroquois News (Autumn '73) and I’d like to say how much I enjoyed it a even though I don’t sail an Iroquois.

I’ve enclosed a copy of our last MOCRA Newsletter, which doubtless you have seen - it would be nice to see MOCRA members writing to their Newsletter editor in the way your Iroquois members do!

Perhaps we could exchange newsletters in future - MOCRA’s policy is now four per year?

Looking forward to your next edition. Regards for the coming season.

David Walsh
Beckenham, Kent.

We shall certainly be very glad to exchange newsletters, and reading through MOCRA newsletters again suggests one or two ideas which we might use in our own:

• articles about harbours and their facilities with particular reference to catamarans - I’m sure we should gradually accumulate an Iroquois Owners’ ‘Adlard Coles’.

• publishing names and addresses of people willing to crew, or Iroquois owners needing crews.

Well, you read what David Walsh said. Keep on writing those letters!

Harry Faulkner
Editor

Contents

CAT CHAT

Chinchilla Mark 11 sail number 76 now has an inboard Farryman diesel engine plus Hydromarine hydraulic generator in the cockpit. Two hydraulic motors are mounted on retractable streamlined struts. The struts are mounted to the underside of the aft beam with a five foot spacing. The motors are controlled by two valves giving the options of both ahead, both astern or one ahead and one astern - but not just one. The props turn at ½ engine RPM, they are 14" pitch and 12" in diameter. The engine is a two cylinder 'Vee' rated at 18 HP at 2500 RPM. The engine box makes a fine seat for the helmsman. I can now get in and out of slips and docks easily. Max speed is about 9.5 knots and I cruise at about 7 knots at 1600 RPM. Props are under large cavitation plates and deep enough so we never cavitate or ventilate. Anyone interested in further details write, call or come:

Ellery Snyder, Connecticut.

Fawnia is my first multihull. I have done no spectacular sailing in her yet, you will be the first to know when anything happens. I am no longer demoralised at the boat shows.

Reuben Smith, Frome.

Being a new owner of an Iroquois, sail number 50, I was very happy to receive your interesting paper. This summer we will spend in the archipelagos of Sweden and Norway without such frightening troubles like tide water, which we first met in Dover when the boat was to be sailed over the North Sea. The sailing over the North Sea was quite uneventful compared with what could have happened in the harbours for us not being used to tide waters. Looking forward to reading coming issues.

Lennart Hahn, Askim.

We really enjoy our Iroquois, 'Errant' sail number 80, and think there is no boat of near 30’ which offers nearly so much in performance, and accommodation, and so many well thought out details. We were monohull sailors for over 50 years before going ‘Cat’. Our boat is used mainly for cruising, and sailing to and from our cottage, roughly 40 miles up the shore in Georgian Bay. A beautiful cruising area known as the 30,000 islands (actually an under estimate as I believe about 47,000 have been surveyed!). We only race so far about once or twice a year with the local club’s longer races, about 47 and 60 miles. Being the only Cat in the area, although there are a couple of trimarans (one with minimal accommodation is very fast) we face considerable discrimination. If we finish first, it is not counted as first to finish, but on corrected time, and you can bet our rating is high. Have been using a spinnaker kept from our previous 36’ monohull, and the regular Iroquois one, which is usually small for our average sailing conditions. So I have just bought a really gaily coloured one of about 860 sq. ft., which should be a lot of fun, come spring. If anyone has had experience using a large spinnaker I would appreciate their comments, etc.

James Playfiar, Ontario.

After several years with the first of the Bobcats in which we have had a lot of fun, I have now acquired Gill Buttegieg’s ‘Idaho’, in the hope that I will no longer have to spend long winter Sunday’s with a paint brush in that most draughty spot between two hulls. The demonstration of ‘Idaho’ took place in about force 8 in Southampton Water and I am hoping we will have another round the Island in, I hope, a little less. Perhaps this time he need not get the 180% Genoa out. I have read a couple of your Newsletters and congratulate you on their interest.

K W Pack, Shoreham.

My boat, Orenda sail number 181, is due to be launched in April, it has a grey top, white hulls and racing rig. We hope to come round for the Crystal Trophy if we get the boat going well enough. I have crewed a Brightlingsea based boat for the last two seasons with Jack Tully but sadly he died in October. One or two boats quite interested in racing but I think it needs organising. Do I get in touch with Mike for MOCRA? Also what about rating my boat, how does one go about this? I am also a member of AYRS and have read Multihull International since it started:

Tim Gregorie, Dereham.

I very much appreciate the Iroquois Newsletter and am a determined prospective owner. I have been a multihull enthusiast for some five years having home constructed two Tri’s: one 26’, the other 39’, and both excellent sailers. I have been an admirer of the Iroquois for about equal length of time but the purse was never as large as my desire but of recent this has changed somewhat. As an Iroquois promoter I am wondering if you would have information on used boats for sale or could put me in touch with a yacht broker? I have made inquiries regarding a new boat but would like a used Mark 11 in good condition due to a saving in depreciation. I am enclosing a note for further bulletins and thank you for any assistance you might be able to render.

Peter Mellish, Prince Edward Isle.

(Owners with boats for sale see end of address list - Ed.)

I got my Mark 11, Jowodo sail number 151 (not 125?? - Ed.), in April 1971. During summer 1971 I sailed in the British Channel, France, Holland, Scilly Islands

and North Sea. Altogether about 1600 nautical miles. 1972 1 sailed from England across Biscay to Spain, Portugal, Ibiza, Mallorca, Menorca, around Mallorca - about 3200 nautical miles. Last year, 1973, I sailed around the Balearics and Pitiyses, about 1200 nautical miles. During these three summers I didn’t meet another Iroquois. The first summer I met two Rangers. 1972 and 1973 I saw two Catalacs and two Rangers in the harbours of Ibiza and Mallorca. Where are all the other Iroquois?

As you can see I haven’t done any racing. Of course, there are other points of view important for racing, than for cruising. Since it is absolutely necessary to avoid capsizing during a cruise, I was always very careful to reduce sails at the right time. Once we had a gale of force 8, but several times we met force 7. But I never had the feeling that we were in danger of capsizing. I think that this is the best way to avoid capsizing: watch the weather conditions, the speed, reduce the sails, steer very carefully.

It is very delightful to sail in the Mediterranean Sea - if there is wind. But unfortunately I have never had wind for 24 hours. There were always long hours of total calm. I think it is impossible to forsee the weather for 24 hours. This is certainly the reason there is no real forecast.

Anyway, this Summer I will sail to the eastern part of the Med.

Wolfgang Dommer, Berlin.

Thanks for the interesting Newsletters! Dahinda is, however, still on land since she arrived here October 1971 as a kit. Her owner hopes to finish the interior and the fitting out and to be able to launch her late this season. Meanwhile, I sail a day-sailer cat, which I think is a good training for any cruising cat. It’s a big match to build a boat from the bare shell more work than I expected.

For the next letter I should like to hear about Atlantic crossings in Iroquois and especially about Jean Allard (148). Did he ever arrive in Quebec?

Bo Henricsson, Hisings Backa.

My Iroquois has been assembled from a kit and is nearing completion. I did the external jobs first and have, therefore, been able to cruise and race it this year, leaving the inside for finishing this winter.

I am looking for an opportunity to contact the nearest Iroquois owner, to discuss and assess alternative internal arrangements and fittings.

R G Parkin, Feok.

Apologies to those owners whose notes have been squeezed out - Editor.

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