Editorial
Winter Interule - notes from the Chairman
31 foot catamaran ‘Snoopy’ arrives in New Zealand
from England
Racing at Milford Haven
Ventilation in a Mark II
A few notes on a delivery voyage
On this and that
Chapter 2, Kawa
Fairweather Sailors?
CAT-CHAT
Chairman Dr Reg Crampton
Secretary, Treasurer & Editor Harry Faulkner
It’s nice to be able to start this issue by offering two lots of congratulations.
Firstly to Reg White for his fantastic successes in international ‘Tornado’ events, scattering the opposition on three continents and gaining nomination as Britain’s entry for this years Olympics. I’m sure all owners (even those abroad) will join me in wishing him all the best in Canada and that he brings back the ‘gold’, as, barring accidents, he surely must.
Secondly to Charles Dennis, for his achievement in sailing Iroquois ‘Snoopy and the Whitby to Tonga Express’ to New Zealand. There’s a report in this issue about ‘Snoopy’s’ voyage, and if Charles can find time to let us have more details of the epic trip to publish in future issues, I for one would be fascinated to read them.
From all reports I’ve had, the AGM and annual get-together last January was the best one yet in spite of the problems caused by the change of date and venue, and the clash with the MOCRA meeting. I say ‘from all reports’ because I was one of those caught out by the change of date - I was abroad on the new date and regrettably had to miss out for the first time in five or six years.
We also had to miss publishing the Autumn edition last year - again the first miss for several years - certainly we haven’t missed one since prior to 1972. The reason was simply that I had received virtually nothing to publish and, although material has flowed in since than to make this issue possible, this is no time for resting on laurels. Let’s have those letters, articles, ideas, yarns or what-have-you so that we don’t have to miss out again this Autumn. Best wishes for Good Sailing in 1976.
Harry Faulkner
TAQUAMENAW, 60
The period of lay up, starting when the insurance lapses and ending with the most difficult of all jobs on an Iroquois, antifouling, is a mixed blessing. But for the enforced non sailing period repair, maintenance and improvement would never get done, charts would never get renewed and one's mooring never receive the attention it deserves. But to see the occasional all the year rounder raise sail and hear the rattle of his winches incites a considerable degree of envy. The annual visit to Earls Court brightens the gloom, but perhaps the brightest spot is the Owner Association meeting. This indeed proved to be very true in January1976.
To those who did not attend, I offer commiserations. Most of the evening was devoted to listening: the light hearted, laconic but erudite Gerry Boxhall gave a fascinating account of the planning and execution of his objective i.e. to win the Around Britain race. His talk defies my attempts at precis and it contained something for everyone ranging from how to react when, in thick fog and traveling at 8 knots, a trawler appears 25 yards ahead, to how one takes maximum advantage of the calorific content of alcohol during such a race The answer to the last problem is to take in a 1700 square foot genoa in a rising wind and sea whilst the man at the helm grows impatient with the delay.
Without wishing to detract from Gerry’s magnificent achievements and his crowning glory, I was personally sad that time did not allow some words from another supersailor i.e. Mick Mahoney. He took Gerry’s Iroquois on the race, and the result of his slightly slower speed compared to British Oxygen was that he caught some rather rough weather. Mick could have answered such questions as (a) what do you do when pooped, the boat half full of water when the wind is at 40 knots and the sea in appropriate state of movement. Or (b) how do you get an Iroquois to windward in the same conditions. On this point I should add that two new centreboards had to be fitted at Lerwick. These are a few reflections which passed in the course of casual conversation with Mick. I hope all who feel as I do, will also add their voices to my request that Mick delivers his oration in January 1977.
But now, for the benefit of all those unfortunate absentees from the meeting, I must mention a few mundane matters of business. Firstly the Newsletter. It's future was in jeopardy because of the scant contributions and because of impending bankruptcy. The latter problem has been solved, in the £27 of subscriptions were paid in at the meeting. The former problem is entirely in the hands of owners. To re-iterate a point I made at the meeting, every kind of contribution is interesting to many readers and if each owner could send in a contribution ONLY ONCE EVERY FIVE YEARS, the problem would disappear. So please respond and write down your moments of enjoyment, of fear, of success and failure. Send in a note of your latest modification, or the performance of your latest instrument. Would someone compile a list of recommended pubs (hotels for the better off) on the South and East Coasts. (Marvellous idea - Ed.)
The meeting agreed that the names of those who have paid their 1976 subscription (£l minimum) will be published. If you don’t see your name in this issue either complain or pay. The method of payment is irrelevant - cheque, bankers order, postal order, cash, etc. Please pay early in the year rather than later.
The question of technical help for owners, raised during the 1974 meeting was briefly discussed. It was agreed that if questions could be answered from previous issues of the Newsletter, then a charge of 50p - £l would be made if photocopies were provided. However, the extent of this activity would be limited by the most willing and totally unrewarded efforts of Harry Faulkner, who unfortunately could not be present at the meeting, having to endure the Italian climate in the course of business. Reg White re-iterated his willingness to make one contribution on a technical topic for the Newsletter, and I’m sure that suggestions for this would be well received by Sailcraft.
As mentioned by Reg White a year ago, his company has a great problem, and one towards which owners may be able to offer assistance. The problem is how to make any future mark of Iroquois a better boat. Perhaps Reg would consider sending each of us a little questionnaire and submitting the results for a discussion at the owners’ meeting.
Somewhat horrified by the number of words I’ve already written, I end by referring again to the splendid evening of the 8th January 1976. Last but not least in these comments, is to say thank you to Sailcraft for providing the food and refreshments in such comfortable surroundings. May we all have splendid sailing in 1976.
Dr Reg Crampton
VAHINE II, 74
Snoopy arrived at Auckland harbour on 24th March 1976, 18 months after leaving England. Skipper Charles Dennis sailed the last 1700 miles from the Cook Islands alone, at times battered by strong winds and up to 18 foot high waves. His wife Susan sailed as far as Rarotonga and flew from there to meet him in New Zealand. Their daughter Patricia was born on 30 April - for a time it was doubtful which would arrive first, baby or catamaran! Mother and baby are both doing well.
Atlantic Record Snoopy had heavy weather near the Azores. She also had calm, but her sailing time of 32 days from England to the West Indies is probably a record for a catamaran. Friends Eric Hammond and Kate Martin were aboard for this leg, and they were also accompanied by porpoises and whales occasionally.
Caribbean Cruising They arrived in Antigua with concern for the future, having given up secure jobs to start chartering. The ‘Iroquois’ catamaran was their choice as the fastest and most luxurious yacht for the price, and she succeeded in pampering the charter guests. She won the multihull class in Antigua Sailing Week.
4000 desperate miles Had all gone well they could have reached New Zealand long before the baby was due. Their serious problem came on the long stretch from the Panama Canal to the Marquises Islands. In a Canal lock a warp parted on the vessel they were alongside and Snoopy crashed into the wall. There was no visible damage but the port rudder which took the impact must have been weakened. Early in the voyage St. Elmo’s fire lit up the rigging - a portent of disaster? In rough weather soon after the starboard drop keel sheered off. The port one had already broken whilst beating into massive steep seas in a current race south of Guadeloupe. Continual pounding into heavy ocean trade wind waves had taken its toll. Snoopy can sail without them, but less efficiently. Little did they know that they would he beating against the wind for 29 days!
Later the starboard rudder stock broke. Floats, presumably from long line fishing vessels, were in the area - did the rudder catch one? Previously it had struck a submerged object, perhaps a whale. They carried on at reduced speed, but the extra strain proved too much for the remaining rudder which also broke. Temporary repairs were made but were not fully successful in resisting the great stresses from large waves. One or other rudder failed, was removed, ‘repaired’ and replaced 12 times before finally making the Marquises Islands 61 days out from the Canal Zone. Whilst lying ‘a-hull’ with no sails up attempting to make repairs a turtle swam up to investigate! They tried to reach a settlement in the Galapagos group, but failed to overcome head winds and currents. Instead they anchored at a barren uninhabited island where they found a colony of almost tame iguanas, some 3 feet long. A sea lion swam up and performed for them.
3000 miles further on, at Nuku Hira in the Marquises, they threw themselves on the mercy of the Roman Catholic Mission who helped with repairs in their well equipped workshop.
In the wake of Captain Cook Charles believes that he is related to Captain Cook on his mother’s side. His forebears were seafarers and came from Whitby, the Yorkshire port with which Cook’s name is associated. This encouraged them as they made their way through the Pacific Islands. At times the vastness of the ocean was awe-inspiring and the catamaran seemed very small, but Captain Cook had sailed from Whitby to the Antipodes and so would Charles Dennis.
“I was scared at times but it was all worthwhile” said Susan after Charles and the baby had both arrived. “It has been wonderful to receive such a welcome in New Zealand.”
Susan & Charles Dennis
SNOOPY AND THE WHITBY TO TONGA EXPRESS, 157
Having missed most of the Regattas on the Haven this year, I was looking forward to the ‘Cup’ races from Hobbs Point. My joy was increased by the thought of a forecasted Northerly which would provide long reaching legs for the race on 14th September. This elation was slightly dampened when I heard the midnight forecast, 6 - 8 Northerly, locally 9. My wife and children, my usual crew, must also have heard the forecast and decided to go to Church instead. Luckily my Bank Manager popped out of the cupboard - complete with his surgical collar and heart pills - and his 13 year old son and a neighbour were quickly press-ganged. The latter had a badly bruised hand as a result of a game of rugby on the previous day but as his left hand was serviceable he was delegated ‘winch man’. With the Skipper’s aching back it was not the fittest bunch to set sail that afternoon.
Deciding to set full sail we made a reasonably poor start and overhauled ‘Sunfire’ at P.D.4, close reached to 5k, finally beating hard to pass 30 yards to leeward of this mark. A short tack got us round Milford Shelf 7 minutes ahead of Tony’s Iroquois. With the benefit of a force 5 to 6 we were disturbed by some unusual vibrations but feeling the boat under control, all sat up to windward and with great exhilaration ‘flew a hull’ for periods of up to a minute in duration.
During the gusty conditions previously experienced approaching 5A we had, through over-caution, practiced a few ‘spills’ (leaving the sheets fly). Instructions were given that if the crew thought the boat was lifting too far from the horizontal not to wait for the command but to spill the genoa.
After this exciting burst of speed it was anticipated that some respite may be gained by sailing close under the lea of a large tanker berthing at Esso. Gaining some shelter, concentration lapsed and a gust, probably a down draught as there was no indication of its approach, caught us broad on the beam and all but put paid to our racing that afternoon. With the boat speed reduced to some 6 - 8 knots and the Skipper considering which of his ailing crew to send forward in case the genoa had to be lowered for the reach down to Thorn, the deck took up an unaccustomed angle of 35o.. Although the main sheet was hand held the tackle jammed when released and the crew member who had the genoa sheet in his hand, ready to flick out of the jamb cleat, was hampered by his feet being taken from underneath him and so minimised the pressure he could put on the sheet. Ultimately it was released some split seconds later that it took his falling body to reach the lee side. On reflection, it appears that the boat took care of itself and made a violent luff and thus saved a spectacular capsize. As the incident was over within the space of 3 seconds, it was difficult to reconstruct as to what went right but, apart from our guardian angels being on red alert, it was a comforting thought that in spite of the Skipper’s and the crew’s inattention the boat showed great resilience.
On the broad reach down to Thorn conditions worsened during heavy rain squall and sacrificing speed for safety we were content to spill all of the main and with the genoa loosely set, survived the journey to Thorn Buoy. Because of the condition of the sails, both had developed small tears which might have rendered either one useless at any time, the proximity of a lee shore influenced the decision to leave both set. As the main is fully battened it does not flog when allowed to spill. Had we lowered the main and the genoa had torn we could not have rehoisted the main in time to get off the rocks. Had we lowered the genoa it would have had to be rehoisted in order to go round Thorn Buoy. A calculated risk one takes when racing.
As we had only one turn round the genoa which we failed to harden the sail rounding Thorn Buoy and went into irons. In no time at all we were sailing backwards at something like 3 knots. After sorting out this little problem we trimmed sails and reached for Montreal Rocks.
It was noticeable that the Mark II Iroquois closed the gap on the reach down to Thorn and with his slightly less sail area and more stability appeared to have a more comfortable ride than we did in the Mark I. It was also noticed that ‘Sunfire’ lowered the main and retired and ‘Watchful’, already reefed, changed head sail. During this rain squall it was probably blowing force 7 - 8 although the Conservancy Board only recorded 15 knots on their wind-speed indicator. This instrument could possibly use a little of the oil that occasionally floats round the Haven or to be re-positioned to give an accurate reading for a North wind. A friend also sailing for pleasure later informed me that he recorded 44 knots on his wind ‘machine’.
As it was such a short rim from Montreal Rocks to Esso Buoy and not wishing to incite a mutiny we did not hoist the spinnaker!
The fastest leg, 16 knots plus, was from Cunjic to 5A and it was only on this leg that we opened up a 15 minute lead later to become 20 minutes on the following Iroquois. Under the lee of Gulf and Wear Spit the wind fell off but returned to push us over the line in an elapsed time of 1 hour 57 minutes. Averaging 8½ knots for the course sailed. With hindsight, in the prevailing conditions the boat was probably fast enough to win using a reefed main and No. 1 jib, but racing is racing and speed an obsession. Like smoking, I’ll give it up next week.
It might be prudent to mention that during a North or South gale there is seldom more than a slight popple in the Haven except in the mouth where it is exposed to the open sea.
John Nicholas
MOONDUSTER, 46
I am the owner of No. 175, which was bought directly from Bill Symons (Bill Symons was the US importer - Webmaster). It has proven to be a most interesting and challenging boat to own and sail. At the moment I am doing most of my sailing on Barnegat Bay on the New Jersey coast.
You may be interested in the innovation I have introduced for providing better ventilation through the interior of the boat while it is at anchor or even under sail in some conditions. The enclosed sketch - sorry I’m no artist - shows how the front hatch can be raised and remain snug against a ¼” piece of plexiglas which has been cut to approximately 2” x 2” in size. This piece of plexiglas covers an opening, when it is secured down in position, which is slightly smaller than the piece of plexiglas itself. Foam rubber stripping surrounds the opening which has been cut away in the aft portion of the stowage compartment - on both the port and starboard sides. The piece of plexiglas is secured at the top by a bronze piano hinge. The opening in the compartment appears immediately above the shelf which is above the forward berths. An aluminum screen protector has been placed over the interior part of the opening in order to protect the screen over the opening from being damaged by materials stored on the shelf.
This provision for air to be brought down into both the port and starboard interiors was inexpensive to install myself and has proven especially valuable on the galley side when extra ventilation is comforting when cooking in warm weather. I am glad to share this innovation with other Iroquois Mark II owners if it has not already occurred to someone to do the same!
Best wishes with your efforts to keep fellow members informed.
Did you see the July issue of ‘Rudder’ magazine which features a long article on cruising catamarans and has a picture in beautiful colour of Bill Symons’ Iroquois Mark II on the opening page of the article? This article might be worth drawing to the attention of members of the Association.
G Macculloch Miller
175
Having bought Iroquois No. 158 - Django - from Colin Rattray on the Clyde, I would like to join the Owners’ Association with a view to picking up unconsidered trifles of wisdom from other owners’ experience, and possibly in due course feeding some in on my own behalf. Django is not a name that means anything to me except, possibly, a sound I don’t really like: halliards flapping against metal masts! and she is not as yet a registered vessel, so I am changing her name to SHALDIR which, I am told, is Shetland/Norse for an oyster-catcher. I have not checked this name with the Registrar of Shipping so I might be in trouble if/when I decide to register, but I’ll take that one when it comes up; for the present I have more urgent calls on my money than registration fees!
I have, I hope, qualified as an able cat. seaman by the delivery trip; after comparing the costs and estimating the hazards of the various ways of moving a yacht from the Clyde to Essex, I decided on sailing her round by way of Land’s End. I had only a week of leave available so I had my fingers well crossed, but in fact made it nicely (l4th - 21st September 1975) getting together a crew of 5 including one pro, Peter Phillips from the Haward Organisation. We seemed to have gale warnings all round, but had nothing above force 5 to low 6 ourselves; in the Bristol Channel we were actually becalmed for much of a day, warm and sunny enough for a month earlier, and again very light and mainly motoring from Newlyn to Dartmouth, but that time some nasty fog. Otherwise some very good sailing on all points; nothing like a force 5 beat round Land’s End to learn about the boat quickly!
I am mostly interested in cruising, in the past I have cruised the Dutch coast as far as Terschelling and then down inside, just my wife and myself in a 5-tonner of normal design (fin-keel, Contest 25), but we are now thinking more in terms of taking another couple with us. Last June, Pat Boyd let us have ‘Pyewacket’ for a week to see whether a cat. really was for us, and the two of us got on just fine, although of course we didn’t try anything very ambitious with just a week in someone else’s boat. I expect to do some rather radical changing in fitting a diesel auxiliary in place of the present 50 HP Johnson which is a thirsty brute and not outstandingly good at pushing one to windward in a chop - it’s not very long-shaft and am talking to Sailcraft about it. I don’t want to end up with a mini-Cherokee though, and would like to pick the brains of anyone who has a) used a central out-drive, Volvo-Penta Aquamatic or comparable; b) used any diesel with twin hydraulics to props on skeg under each hull. It’s going to cost the earth, anyway, so I want to minimize the unknowns as far as I can. At the end I don’t expect to win the Crystal Trophy - unless with an excessively kind handicapper - but want her still to feel like a sailing cat. She could be our retirement yacht in a few years’ time and I want to make her as light and easy to handle under power as she is under sail.
Arthur M Adam
SHALDIR, 158
I must thank Harry and Reg for all the first class work they are doing for our association.
After purchasing a spring balance to measure up to 400lbs of pull I did hope to have some useful information to hand with regards to drag forces. Unfortunately I now find the most difficult part to organise is another boat to do the towing.
My first useful innovation this season was a simple method of cleaning the underside. Using a 60ft length of 2 circumference Nelson fold into two equal lengths and pass under the bow. With a person at each end pull tight and start to saw off the weed and barnacles slowly moving aft with each saw motion. Repeat the operation moving forwards. It takes about half an hour, is hard work, but much easier than lying down and scraping underneath.
My engine, Johnson 40 (1965) has been oiling up plugs at a phenominal rate. Using a Smiths electric rev counter I wind one pick up leg round one plug lead at a time. A steady reading indicates normal functioning, a flickering reading or no reading at all indicates faults. Changing the plugs over will check the plug. By this method breakdown can be detected through the full speed range of the engine. Ultimately I detected my failure being due to corroded exhaust pipe which went out of tune over 3,000 revs resulting in ineffective exhausting and ultimately oiling up of the plugs.
My latest engine, a standard Johnson 40 longsbaft - the old one was extra long shaft - does not drop deep enough into the water. In fact it was completely useless in a short sea in Force 6. To drop it I have sawn off 3/16 from the hinge stop. This has lowered the engine about 4. I now intend to taper the wood on the transom bracket to compensate for engine tilt.
I have been racing nearly every weekend now for 3 years against a fleet of Hirondelle and 60 monohulls. 40 of the monohulls are a mixture of twin bilge, centre boarders, etc. with Portsmouth yardsticks over 100. Against the best I rate about 82 i.e. my MOCRA issued PY mainly gaining on the beating. Against the top IOR boats on a standard triangular course I rate about 8689. If I took off my massive outboard and my cruising equipment and had a first rate crew of 4 (mainly to handle the spinnaker) then I might approach the 82 against them but it would all depend on the course and wind strength and also the amount of beating in short seas.
John Peacock
CHESHIRE CAT, 140
The following is the latest installment in the slowly progressing building of Kawa, the cat. Slow it may be, but progress it is and I am thankful she has not had to be sacrificed to our current dose of inflation. Since I wrote last Kawa has had a thorough inspection from Pat Boyd, who passed, provisionally, most of my work but recommended one or two additions as well as several money saving ideas. In particular be suggested lanyards instead of rigging screws for all shrouds and stays except the twin forestays, which could be fitted with rigging screws to set up a good jib luff.
The winter was spent making the boom, and sewing the trampolene. I bought a second-hand Singer for £17 which handles four thicknesses of seat belting with ease and will be used for sail re-stitching when the time cones. I also strapped a few of T Foulkes wooden blocks for use as tack downhauls and for the centreboard tackle. That done and with the better weather I borrowed a pipe bender from work and with Janet (my wife) helping, in a weekend we bent and fitted a pulpit and also the teak taffrail which holds the mainsheet track. Good old waterbarrel with Gascoigne Kee Klamps was used and painted with ali paint, it looks quite good. Then on the mast - glue on the ABS luff groove tube with ramin fillets buttressing either side. By the time I left for a three week trip to Bangkok, Hong Kong and Australia, to be followed by a three week break in Cornwall, the masthead plug was in place, sound deadening using old foam pillows, cushions and even old work shirts was completed down to the hounds. Another plug there to hold the spreader supports, the lower shroud tangs - home bent - and the inner forestay tang. Then more deadening to the bottom plug which takes all the cleats, the boom gooseneck track and the slot for the tabernacle. This bottom plug was put in in September and the masthead sheaves were fitted, also the spreaders and it was time to start on the standing rigging. Time alone will tell whether I have learnt to splice wire competently, but the mast has been up, supported by my splices and my boom although we had a tricky moment letting it down when one of the boom grips slipped a couple of inches. I nearly had to put another mast plug in place to mend a broken mast. Stays have been marked for length and can now be finish spliced, then its on to electric wiring and the galley.
Always hopeful, my latest plan is to launch at Easter 1976 but no promises until much nearer the time.
Its been a lot of fun and while the mast was up she looked a real treat so we are encouraged to keep on.
Good luck and good sailing to all Iroquois owners.
Doug Mackay
KAWA, 153
(Editors note: see Cat-Chat for news of Kawa’s launching.)
Thank you for your recent Newsletter, it is most enjoyable.
By no stretch of the imagination can my crew and I be described as dedicated, when it rains, or water splashes into the cockpit, we all go in for an argument as to who is going to take the sails down or steer the thing!
Sitting out there in a downpour with light airs under an umbrella in hot oilies mumbling disconsolately - You look an idiot, Im too old for this sort of thing and wheres the nearest pub? - that sort of thing. It suddenly came to me in a flash of positive thinking and I append the sketch of the result.
Should you encounter #86 in a Marie Celeste condition, dont worry - someone down there cares. It is great fun to see the who does what to that expression of nearby sailors. We all sit round sipping tea, in wonder at how little you have to move the thing and if someone will go out there and balance the sails nicely, you barely have to touch it.
A Force 7 is quite acceptable inside, it frightens to death when Im out there with it - but seriously, theres the rub.
Ken W Pack
THELKEN II, 86
From A W Huffey
Would you include me in your circulation for the Iroquois Owners correspondence? Please bill me accordingly.
Sailcraft have just appointed us as Canadian Dealers for their day sailing and racing/cruiser class boats. Also we have a Cherokee ordered for demonstration purposes.
A W Huffey
1118 5th Street East,
Cornwall, Ontario, Canada.
(Editor’s note. Regret that, to save cost and work, we don’t invoice - if you send £l subscription that will cover three issues.)
From John Nicholas
As my only yardstick re. performance is a Mark II Iroquois whose wardrobe does not include a genoa can you give me an indication of what Portsmouth number to use. I have been sailing off 84, never been beaten by the Mark II and can usually win on converted time against all comers racing in the Haven when the wind strength is 4 or over. My wardrobe includes a fully battened main 311 square feet, 200 square feet genoa, both ‘69 vintage and a 500 square foot spinnaker. My mast and hence the sail area is taller than standard and is ex-winner of the Genesta Trophy 1966. I do not mind picking up the ‘Pots’ but people are beginning to talk?
John Nicholas
MOONDUSTER, 46
From Gunter Brandt
I am the new owner of the Iroquois No. 71, Maimuna IV. I bought her from Mr Wolper in Bremen. Now here in Berlin are three Iroquois Mark II owners:
Dr. Thomas Neiber of ‘Cigala’ No. 104, Dr. Manfred Bressler, Winklestrasse 17, 1 Berlin 33. bought the No. 82 ‘Catawampus’ some months ago. The ship is now called ‘Abraxos’.
Dr Gunter Brandt,
Taunustrasse 7
1 Berlin 41, West Germany
From J Mackay
‘Kawa’ was blessed 3rd April and launched 4th April. Lots of little troubles including initial tentativeness by owner and wife led to the first sail being 9th April. It was worth it. After two more practices on 17th April we motored in thick fog from Billingham to our home mooring at Hollow Shore - 30 miles - and had beginners luck with our navigation - spot on all the way. Since then the more we sail her the happier we become. She handles like the thoroughbred she is.
J C D Mackay
Kawa, 153
From Arnold W Pitt
I have purchased sail no. 26 from Mr John Holter and brought her to the Shrewsbury River which empties into lower New York Harbour, from the Chesapeake Bay area. I have seen one other Iroquois in the Harbour, but it is the only one I have seen in this area. I am sure there are more.
I have several issues of your Newsletter obtained from John Holter, and find them quite informative with regard to modifications and such things as the capsizing issue. Some of the modifications given in your Newsletter have been applied to sail number 26, particularly forward cabin ventilation and linking of the outboard motor to the rudders.
We, my family and I, plan to spruce up the interior and exterior of Vol-au-Vent II and I have a few questions on items I have seen in the Newsletter:
This is my first catamaran and I find it an extremely stable platform compared to my former 24 foot monohull. During my trip from the Chesapeake Bay to New York Harbour I had occasion to see how really seaworthy an Iroquois is (seaworthy and forgiving also of my poor technique). With a brisk following wind and seas of six feet or more I was running with full main and working jib. At one time the boat surfed down a wave and buried both bows up to the cabin windows. After what I had read I fully expected stable condition II to occur immediately! The boat recovered nicely however and I wasted no time in reducing sail, which process, of course, was long overdue.
I expect the boat to be in my possession for several years and I hope the Newsletter continues for that entire time. I notice that there are very few US boats for which you have the owners names. That is unfortunate. I am sure many of them would be interested in the Newsletter.
Arnold W Pitt
VOL-AU-VENT, 26
From F H F van Vlissingen
It is with much pleasure that my family and I sailed the Iroquois Tweebeen no. 133 during the last four and half years. In this period we really explored the south-eastern part of the North Sea. With its apparently endless variety of smaller ad bigger islands, mud flats and estuaries, stretches of land and water bordering the coast of Holland, Germany and Denmark, it seems just to have been created for a catamaran like the Iroquois! This sailors paradise is crowned by that idiot rock in the middle of the sea, called the Heligoland.
It is time for more catamarans flying the British flag to present themselves in the area the Riddle of the Sands. In case we meet, please note that from now on I am sailing an Apache, no. 15, called Tweebeen.
My Iroquois no. 133 has been sold to Mr J J M Dormaar, Holsteinlaan 2a, Haren, (Groningen), Holland, whom I told about your association.
Ir F H F van Vlissingen
Ex-owner TWEEBEEN, 133
