Chairman’s Report
Treasurer’s Report
A Ditty
Letters
Roller Reefing Headsail
It is now many months since reporting MOCRA’s Safety At Sea recommendations in Winter 1991 Newsletter. It was considered by MOCRA that inevitable E.C. regulation of our sport could only be influenced by a logic well thought out voluntary code rather than a hotch-potch of restrictive laws currently in force in such countries as France and Italy etc. Conversely it was accepted that too much experience was gained the hard way. The recommendations form a consensus from the safety committee after a lot of work and research largely by the Chairman, Bill Bailey. It was never intended to be a document written in stone but more a framework capable of being updated with changing facilities or well reasoned constructive criticism. I had hoped that during the winter months there would have been some reactions in - one way or the other they will affect us all. Please get them out again and let me know any concerns you may have that I can represent them to the Committee.
I was sorry not to have attended the Newport Meet - the first I have missed in many years. It was never going to be a dream cruise from Shoreham with the wind on the nose (if the forecasters don’t know, they say 3 - 4 gusting 5 and they said it). With an excellent crew who neatly reefed we set off on Friday afternoon me believing, in the springtime of my senility, I would direct things from the chart table. 25-30 knots of wind with very boisterous seas brought realism and sea sickness so I was out there again thundering along and soaking wet. Littlehampton and the tide turning left the prospect of the Looe Channel or out round Owers and there was little enthusiasm for either from anyone including me. At 5a.m. the next morning I set off by car to Fareham before the tide hoping to see if anyone there or Wicor Marine could give me a ride over. Rod, my best hope had gone and several other Iroquois sat serenly undisturbed till the tide had gone. I understand 4 stalwarts sat out the blow and enjoyed each others company and their barbeque inside.
The totals of deposit and current accounts are still much the same as reported for the winter projected AGM, or certainly will be when the subs are in. Could I ask those who have not paid to do it now.
We have a new supply of pennants available, this lot are 50p. more than the last at £6.50 each.
Richard and Sally Hope kindly sent me this ditty which I felt so sums up the feelings of someone returning half way across the world in “Motley One” a Bill O’Brian Oceanic - Ed
When I set out from Whargaree
To sail the Selsey Bill
I left my wife and kids behind
Of boats they’ve had their fill
So all the way alone I’ll go
And be six months at sea
While they must wait and hope to hear
Some cheerful news from me
My wife she thinks that I’ll go nuts
With no-one to talk to
She said that I must sing and shout
And that’s what I will do
The trouble is I know no words
Of any decent song
And when I try the ones I do
I always get them wrong
So I sat down and for some fun
Have hammered out some verse
But I think that its time to stop
Before they get much worse
Now from aboard the Motely One
Though none of you can hear
I’ll raise my glass and sing to you
And drink my monthly beer
Cheers!
The gale had blown for four long days
Had blown with all its might
The waves had mounted very high
With tops all foaming white
With no sail set and battered down
My boat was tossed about
I was soaked by spray and rain
If ‘ere I ventured out
So I stayed in and read my books
Indeed I had no fear
For I was far from shipping lanes
And knew no land was near
As sideways fast the boat was swept
Crashed by many a crest
I waited for some signs to show
Of clearance from the west
The glass foretold the coming change
As it began to rise
Then at last the wind allowed
The waves to lose their size
I went to sleep that night again
Before the cloud had cleared
But woke up later as the moon
And the stars appeared
‘Twas a bright and sunny morning
When I got out of bed
The sky was blue, the wind was down
Just like the glass had said
A fish was on my trailing line
Which was a useful thing
I swear I felt so flipping good
That I began to sing
I hoisted jib and mizzen sails
To move the boat along
And as I set her right on course
I sang this silly song
As I asked in my last Newsletter can a Mark 1 owner let me have a definitive answer to the following letter from Per Gjerde, he lives a long way from the closest boat - Ed
Dear Ken,
Thank you for your last letter concerning my centreboard box problems. It seems that we are referring to different designs of leeboards, perhaps boat interiors as a whole. My Iroquois is an early Mk 1 production number 24. The leeboards are made of aluminium.
The pivot bolt is not visible from the inside of the boat, or hull for that matter. In my boat the pivot bolt is a separate stainless pin (an “egg”) app. 25mm thick and 40 mm long. It is put loosely into the pivot holes of the leeboard, and then the leeboard is lowered into the box. The pin runs through a track / slot in the box, and this slot runs the full length of the box. When lowered, the leeboard pivots on the pin, which now is seated in the lower end of the slot, i.e. in the bottom of the box. There is no bolt through both the leeboard and the box. Unfortunately I cut a big (far too big) hole through the hull from the outside to find the leak, without success. On the other hand I am now absolutely sure that my boat has design that is different from the one you refer to.
It seems that the walls of the leeboard box are critically thin. This makes it elastic, but also vulnerable. I would not be surprised if there is a crack somewhere in this region, but who am I to find it?
Per Gjerde
Dear Fellow RNVRYC Member,
For sometime I have been concerned about the standard of drinking water on board my vessel. I have identified a safe, viable and inexpensive solution to these problems which provides still or carbonated water of bottled water quality, for less than one penny per litre. If you have experienced similar problems with the water on board your vessel please contact me by telephone, facsimile or letter. (I apologise, in advance, for my answering machine.)
Wishing you fair winds and good sailing,
David Wallder
Dear Mrs Pack,
Find enclosed a cheque for my subs.
In the list of IROQUOIS owners there is a mistake; I am the owner of CATAPULT number 53,and not number 52.
For the last two years I have been on a major refit, the interior has been lined by a professional in a 12mm foam backed beige vinyl. When I purchased CATAPULT, it was rigged in a masthead form, I have purchased a new mast and boom to put the old girl back to her original mark 1 form so this now entails new sails. The leeboards were badly worn on the pivots; these have been welded and a PTFE bush inserted to each one. The rudders are new, I made them by laminating mahogany and spruce together, then coating them with S.P. sparcoat, they look very smart. I have adopted the dagger board system with the rudders, stocks and tillers fabricated from stainless steel, copy of the ‘E’ boat rudder I used to race. I am hoping to launch in early 1992.
I would like to know some of the history that surrounds CATAPULT. I was informed that she was first owned by a 70 year old, who raced her down the south coast, he retired at the age of 80. A roady lived on her in Brighton marina. She was bought, and came to Canvey Island, by a member of my own yacht club. He sold her after many miles of sailing to a person who left her on a mooring at Two Tree Island, Essex, for about two years. She was then bought by a Mr J Knox, of Poole, I rescued her from him, and returned a tired old lady back to Canvey Island. She is beginning to once again look like an IROQUOIS.
Why was she converted to a mast head rig? I have sails with other M numbers. She is registered.
Yours sincerely
B A Turner
Dear Mr. Turner,
Thank you for your letter and I am sorry about the sail number, it would have come from Sailcraft but this was early days. At this time many Mark l’s were bought as shells and completed by owners as described in Pat Boyd’s excellent book “Catamarans in Close Up”. It is uncanny how Barry Bucknell’s Mark 1 resembles the same theme as he has incorporated in Mark 3.
Brian Passmore, who used to live at the ‘Dog and Duck’, West Wittering gave “Catapult’ a very high profile, as did many of the early owners George Tinley with ‘Tomahawk’, Pat with ‘Pyewacket’ and George Boxall in ‘Minnitaree’ was probably the best known Mark 2 exponent but there were many others ‘Roguish’ my own boat then named ‘Idaho’.
These people were very enthusiastic and put in incredibly good performances against large opposition from the original wooden ‘Snow Goose’, ‘Apache Sundancer’, ‘Golden Cockerell’ in such races as the BP Crystal Trophy. ‘Catapult’ was 6th in 1970 Round England but of course “Round the Island” brought the best competition. Amongst Iroquois the real ding-dong was the Whiskey Series. Much of current designers’ thinking stems from experience gained by these people pushing their boats to the limit.
With a designer like McAlpine-Downie and Reg White building, innovation flowed thick and fast, so much so that very few boats are the same and therefore prevented me producing a comprehensive parts list.
I was much impressed by Minnitaree’s central cockpit winch on a stool (an innovation very widely copied today). Brian Passmore fitted several forestay arrangements. The following is part of a report in Multihull International by Chris Hammond on the 1970 “Round the Island” which he won in ‘Safari’ and ‘Idaho’ took the Sovereign Trophy:
“We sailed with the sheets in our hands to avoid a risk of knock-down, eased off from close hauled but making for better time than the majority of the fleet who were hard on the wind in rougher water. Cherokee and Iroquois Mark 2 slipped by us to windward but Catapult Mark I with masthead rig was over powered by her baggy Genoa and could not point as high as we could, dropping away out into rougher water”.
I am so pleased you have brought the old girl up to scratch and I am sure it is a good investment as well. There are several that are in really pristine condition but sadly there are some now that need the treatment.
Good sailing with her in 1992.
Yours sincerely,
Ken
Dear Ken,
You won't know me but your address was passed to me (by a Pauline Saxton of Patrick Boyd’s firm) as being a secretary of the Iroquois Owners’ Association. Having recently been made “voluntarily” redundant I am looking to take up sailing again and am looking for a fast cruising multihull. Having owned a Mark 2a, “Chatanika” (#276), I wondered if any IOA members may be selling their boats, since this is an obvious candidate for my requirements. I already have details of those on Patrick’s books, but they are a oldish boats and I’d like something a bit newer than ‘72!
Hoping to hear from you - I enclose a first class stamp.
Bill
Dear Bill,
Thank you for your letter and I was most interested in what you said. We have No. 276 down in our register as “Neron” a boat that suffered a calamity in mid Atlantic and was lost but provided excellent life raft conditions until an effective daylight rescue could be made.
As a polcy IOA have avoided becoming involved in sales for legal reasons not to mention the work that would be involved trying to keep up to date. Sometime ago “Kedim” No. 317 was in the market but really our information is always dated.
I can only recommend two possible alternatives; the new boat of course, Reg White has modified from the Iroquois. One has been finished by Barry Bucknell and it has the increased beam. Alternatively there is a Comanche 105 by Johnson Jago of Leigh-on-Sea, Essex with limited bean. One of the members has had his boat updated, ‘Chiquita No. 100” and that seems extremely good value for money, particularly at this moment but of course, it takes time. Having had my boat for more than 20 years I cannot see what can wear out that is not replaceable.
Hope you resolve the problem and if so we welcome you to the fold.
Yours sincerely,
Ken
Dear Sir,
I am a recent purchaser of an Apache and have received a reply from Geoff Pack written in April, I believe, mid-Atlantic. He was very enthusiastic about the Iroquois Owners’ Association and suggested I contact you. He assured me family relations did not taint his high praise for your work.
Question: do you have any information on a particular Apache that the US Coast Guard informs me was originally registered as CHEERS in Houston, Texas? The owner prior to me indicated the vessel was in Newport California as far as he knew and at one time was sailed by the University of California. It has been fitted out in a curious way with twin Volvo diesels turning 130 horsepower in each hull. The vessel has also been reinforced around the centreboard trunks as indicated in Geoff's letter. As there are not many Apaches in California, could this vessel will be the originator of this modification?
How do you check the condition of the centreboard pivot pin? I may refrain from using mine till I figure out a way.
I am currently gutting the interior of my Apache (which I intend to re-document as CADENCE). As purchased, she slept 12 or 14 depending on familiarity. She will eventually be designed to cruise four. The engines will be pulled and replaced with twin outboards or twin hydraulic motors. Any information on how others have powered theirs would be appreciated.
Currently I am working aboard a survey vessel in the Arabic (Persian)
Gulf. If you could, indulge me as follows; thanks.
Thanks again,
Frank Ohlinger
Dear Frank,
Thank you for your letter and I enclose application form for the IOA. The famous “Cheers” was not, of course, an Apache - do you know her sail number? I am afraid export boats had little information once they left the factory and were in the hands of the American Agent, a Mr Quackenbush of Performance Marine in Miami was largely responsible but I understand is no longer in business.
We decided the Apache was a double sized Iroquois in that it is approximately 20’ x 40’ = 800ft2, against 13’6” x 30’ = 400 ft2 and all shaping was proportional to the Mark 2 Iroquois. It was then similarly extended to match the Mark 2a, equipment was roughly the same but proportional. The sailing characteristics are remarkably similar where lightness and balance is everything. 2No. 130HP Volvo’s are bad news even if located midships. Geoff’s “Foreigner” with 2 No. B.M.C. Captain engines had one good point of sailing - down wind in a gale.
I enclose the AYRS comments on the Apache which are self explanatory and show the intended engine position. Geoff has a wealth of experience, tested and sailed many multihulls, and from this decided to install a Perkins 4108 on the bridge deck with hydraulic motor on a lowerable steerable leg. He achieved easy access, long range low to average speed, excellent manoeverability but most of all its original good sailing qualities.
You will need to tell me more about your centreboards. I have only seen one like the Cherokee and am not sure it was not Navaho. If you mean leeboards in each hull that is easier and particularly if they are original equipment.
They say 8 people can sleep on an Iroquois, the problem is when they get up!
APACHE was designed as the result of years of expericnce in the multihull field by both designer and builder. She was designed as a trans-oceanic cruising boat with the comfort and sailing ability of boats much larger than her 41 feet. She was designed like all of the Sail Craft range to be handled by the minimum number of crew, so therefore a practical layout and easily manoeuvrable design was conceived.
APACHE is constructed in glass reinforced plastic from female moulds. The hull and bridgedeck are moulded in one piece. The deck and cabin top unit incorporating the cockpit and all aperture mouldings are also made in one picce. The deck surfaces have a non-slip finish moulded in. End grain balsa sandwich construction is used within these mouldings to produce stiffness where required such as on the larger, flatter surfaces like the decks, hatches etc. and all exterior woodwork is in oiled teak.
While the exterior of the boat is constructed in maintenance free materials, Sail Craft were not willing to sacrifice the luxurious interior, and have therefore maintained a hand built sapele and mahogany interior finished in a satin lacquer.
The most popular engine to date is a centrally mounted 75 hp Volvo MD21A installed in the cockpit. A nacelle moulding is attached to the underside of the bridgcdeck from which a Volvo 270D outdrive unit with extended shaft is mounted. Intermediate shafts and universal couplings transfer power between the engine and outdrive unit. The outdrive is coupled to the main steering system so incredible manoeuvrability is achieved when both rudders and the outdrive unit operate together.
Sloop, Cutter or Yawl Rig? The standard APACHE as described is sloop rigged; however, she is available in either a cutter or yawl version. The interior layout is not altered in either version, merely the sail plan, rigging and extra strengthening and structural members. The cutter rig can be supplied as extra with a self-tacking staysail which is ideal for short handed sailing in confined waters.
As promised in the last Newsletter, herewith is a report on the new headsail which I purchased for my boat fitted with a roller reefing system. I am very much aware that:
The new sail was specifically made for me in my boat. It is a considerable step forward from any sail that I have had modified for roller reefing and it is a great pleasure to have a crisp new true shaped sail pulling like a train. As yet the winds have been below Force 4 from the North, which in our neck of the woods results in flat seas and ideal sailing but is not suitable for testing the roller reefing.
The bad news is that the sheeting line from the clew to a point 40% of forestay length from the tack has proved to be too low. This has resulted in my being unable to tension the leech when sheeted at the back of the track. In order to achieve the correct tension on the leech and foot it has been necessary to move the car at least two stops forward. The figure of 40% is obviously arbitrary and dependent on many factors such as:
to name but a few. My experience has shown that the angle should be nearer to 40%. It is however disappointing that modifications may have to be made, as one of the reasons for selecting this sail was that it would set well when reefed down to the No. 1 size when sheeted as before from the dead eye on the cabin top. Below are some comments from Ivan Bole and Mike Green of Arun Sails: