IROQUOIS OWNER'S ASSOCIATION

Winter 1986

Contents:-

Photographs
Editorial
Round the Island 1986
From the Chairwoman
First Impressions of an Iroquois
A Holland Meet
Notes on Hauling my Iroquois
The Story of a Conversion
The Fateful Cruise of Moggie d’Or
Letters
Later News
1987 Solent Rally
Iroquois Mk4
For Sale and Wanted

Editor S D Fisher

Home | Newsletters

Photographs

MOGGIE D’OR, No. 31, about 10am Tuesday, August 26th 1986, about 1 mile offshore at Bracklesham Bay, Sussex. Blown off course by the tail end of Hurricane Charlie, she got downwind, of the Owers banks and with the wind gusting force 10 against the last of the ebb, was rolled over. The masthead float can be seen working as designed, but note the mast bend above the hounds. An air sea rescue helicopter on the way to or from a yacht in trouble off Brighton Marina passed overhead at the crucial moment took the film and rescued the crew. The photo is reproduced from the TV set.

SAFARI VI ex MBOTE. Mark I Iroquois as redesigned by Chris Hammond, note the stern decks removed and replaced 12" higher, repositioned main hatch a la Mk II, boxed in stern beam and outboard moved inboard.

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Editorial

This year has been very various. Once again the, weather was against our South Coast Rally, -and wasn’t in favour of much else. On the other hand, there were 4 mini rallies held variously in Florida, Wooton Creek (Solent); Harinqvreker Island (Veerse Meer) and Brighton Marina; various reports are included.

There has been a lot of movement in Iroquois ownership and various boats have changed hands - Charles Bone sold MELODY OF WIGHT (No.14) to Richard Stilgoe. Charles & Heidi have a Prout 33 now (surely those aren’t various regrets I hear being expressed Charles); Roger Silcock has bought the Marrians’ CAT O’LAFITTE (No.183) and is offering her for charter under the flag of Jolly Roger Charters (notice included) and Ken Boswell has bought DOODLESACK 2 (No.121). John Knox has bought CATAPULT (No.53) and is basing her at Poole, and Chris Hammond has bought MBOTE from Dr. Cocheme, renamed her SAFARI VI (No.68), rebuilt her and is also basing her at Poole. Paul Booker has sold his Comanche EUROTICA (Com.15) to John Gates, and Ian Adams has bought MOHAWK (No.39). Andrew Dutkowsky of South Carolina, Rowland Smith of Ulverston, Bernd Galle of W Germany, have also bought Iroquois but not mentioned which ones. Finally the Hart, Holmes, Moss combine have already bought a new Iroquois PUSSY (No.200) to replace MOGGIE D’OR (No.31); however, no-one has bought mine as yet. David Shankland has just fitted a diesel engine to RAZZMATAZZ (No.160) and is delighted with the result, so delighted in fact that he and his family have decided to sell, and Tony Barnes is selling SEACAT (No. 295); notices included.

There have been two boats lost this year; MOGGIE D’OR (No.31) was lost on Bracklesham Bay Sands in a June gale, and NERON (No.276) was lost in the Bay of Biscay when her leeboard came out through the side, a la SNOOPY (No.l57). Reports on both losses are included; it is reassuring to be able to conclude that both losses were avoidable, although that is no consolation to their owners.

It has been an excellent year for Iroquois Owner correspondence, various letters and reports have been received by your Editor & Secretary, but they have received only one response from him, that is none at all! I, my family and my businesses have been established at various addresses over the past 10 months, but are now established at one, it merely remains that we keep making the payments. It’s amazing what you find you’ve got when you have to move it especially three times in 12 months.

Rony Buque is now on the mend, but Rony & Elise will be in Spain for the winter so we won’t see them at the AGM this year which is on 9th January, please NOTE is LATER THAN USUAL because the Boat Show dates have been changed; it’s still the first Boat Show Friday, but that Friday is later. It’s also at the same place; the upstairs room of the Old Bridge House pub, Tower Bridge Road, Tower Bridge, London; plenty of parking in the streets just behind, book now!

The Hart, Holmes, Moss combine will elucidate, in public, on the loss of MOGGIE D’OR.

The problem with owning an Iroquois is still the same one that has dogged it all it’s life, it is just too good a boat; NERON (No.276) was setting off around the world and TWFF (No.161) is due to go next year; several others have made similar trips and many others have made shorter, but equally arduous voyages. Roderick Macalpine-Downie designed her as a coastal waters/inshore cruiser; however such is her appeal that she immediately becomes all things to all people, she’s a racer to the racers, an ocean cruiser to the cruisers, a family caravan to the families; a retirement home to the retired; further, everyone who buys one is stimulated to think of alterations and improvements, there can’t be two the same. Some alterations are drastic, such as those made by Barry Bucknell and Chris Hammond; others less so, until somewhere in the world there must be one or two comfortable and composed owners who were satisfied with the original design and haven’t changed it. Is yours one of these? Please write and let me know.

The pennant for the greatest distance covered to the UK Annual South Coast Meet this year goes to the Gestins; Jean-Pierre, Danielle, Jean-Baptiste, Herve & Gael, who came out from Brittany, arrived in the Solent, went to the meeting place and FOUND EVERYONE GONE AWAY!, only just around the corner to Wooton Creek I know, but a special gold star has been attached for this disappointment, together with a silver ‘E’ for effort; look to your laurels UK owners.

Jean Segalen (EROS 272) writes and briefly catalogues his boats voyages, various; 1977 Brightlingsea to Royan; ‘78 La Rochelle to Vigo; ‘79 Vigo to Gibraltar; ‘80 Gibraltar to Corfu; ‘81 Corfu to Lavrion (Greece); ‘82 Lavrion to Kusadasi (Turkey); ‘83 Kusadasi to Larnaca (Cyprus); ‘84 Larnaca to Kusadasi; ‘85 Kusadasi to Porto Carras (Greece). He has had two guides published, Spain-Portugal in 1982, Portugal-Spain 1983, and is currently working on one for the Northern Aegean. He has hopes of showing us super 8mm film on his Greek & Turkish cruises in 1988.

Derek Harris’ SAMARANG (No.95) is thinking of putting a diesel engine into his boat and is very keen to hear from anyone who has done this or has a boat on which it has been done.

John Weate, TWO MUCH (No.293) cruised to Holland in 1986 and met up with Mr. & Mrs. Blanken, AOTEA (No.162) and Mike Thompson, POW WOW (No.83), writes to say that POW WOW was dismasted in May 1985 near Ramsey on the Isle of Man and that he spent the rest of the year and 1986 arguing with his insurers and getting a new mast and boom delivered, which finally arrived in October 1986. He hopes to start sailing again in 1987 if, he says, "I can remember how!"

Lastly, please, please, when you meet various Iroquois in the course of your various chunterings, cruisings and sailings, collect their name, number, name and address, so that I can up-date our records. I’ve had various useful letters from members and am particularly grateful to Piet Roco for his help with Dutch boats, and it gives me infinite satisfaction to put things right.

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Round the Island 1986

The 1986 Round the Island Race took place as usual and a good sail was had by all. Paragon broke the record with a time of 3 hours 55 minutes 28 seconds, and was closely followed by Apricot in a time of 4.18.27; both these marvellous boats have since been written off. Paragon collided with a container ship at 20 knots in the Thames Estuary racing at night, and Apricot hit something in the sea at the start of the Route du Rhum, anchored offshore, called up a salvage tug which, though it promised to arrive, never turned up. In the end Apricot was driven ashore onto the rocks and broke up; Tony Bullimore climbed up the cliff and was saved.

First Iroquois was Richard Collier’s CHEROKEE 77, which finished in a time of 7.27.41. This was first on elapsed and on corrected time (by 15 seconds) in class B and first of all multihulls in the race and only seventh out of all the multihulls in the race on elapsed time.

CHIQUITA V, MOHAWK & MOGGIE D’OR all also took part, finishing 6th, 9th & 10th respectively on corrected time.

See all you South Coasters next year I hope, it’s not a wild race, but for most of us a splendid sail in company around the Isle of Wight, with plenty to see and do and a prize each merely for finishing.

Stuart Fisher

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From the Chairwoman

My apologies for not writing my piece in the last two newsletters. I did in fact write them but too late, your extra efficient secretary/editor had printed each edition before I had got my act together. This time I hope I am in time for printing!

A recap for 1985, the year of the weather in case any of you have forgotten. We attended the meet in Chichester harbour in July. Torrents of water rushed down from our waterproofs and boat canopies. After this very enjoyable, but damp weekend we headed east hoping to get to Holland.

First stop Littlehampton, where we saw KAWA and were entertained by Doug and Janet Mackay. We sailed in company to Sandwich, stopping on route at Brighton, Rye and Dover. We had to spend several days in each port to shelter from the extremely bad weather, Gale 8 & 9 in Dover and lashings of rain. From Sandwich we sailed to Calais; here it blew and rained yet again, French rain is as wet as English rain. Next port Dunquerque, not my favourite port. I am sure if one stayed there long enough the fumes coming from the industrial area would severely curtail one’s life.

The weather improved slightly and we sailed along the coast to Blankenberg in Belgium. A very lovely harbour, hospitable people, sandy, clean beaches and very fattening waffles, Next day the weather was too bad for sailing (again) so we visited Brugge, a wonderful city only 10 minutes away by train.

Next stop Flushing in Holland, yet another courtesy flag! There we entered the inland water ways, absolute heaven, no waves and reasonable weather. Middleberg, Were, Goes Ostershelde. What a delight to sail in Holland; facilities are excellent, very reasonable marina fees (£2 per night) and wonderful for children. Wherever we stopped there were swings, slides and sometimes sandpits, all in excellent condition and clean. How many of our marinas have such things? None that I can recall.

We met several Iroquois in our travels, Superstar 187 in the Veere and No. 2 Dolfein in Middleberg. I was very sorry to leave Holland, I hope we will be able to go back again soon.

My next move was to Mutiny and go home from Flushing by ferry. The thought of 2 more weeks of wind on the nose and rain was more than I could cope with. Staying down below with 2 small children does nothing for my love of sailing. It was the best move I made; Rod, with the help of 3 friends, had a hard battle to get back. He admitted he had not enjoyed it. The boat took a hammering constant bashing into steep short seas does nothing for an Iroquois. We now have more leaks than ever. However he made it back to Fareham with a day to spare.

We had a few more weekends on the boat, but at half term in October we went to Wales for a land holiday, first time in 10 years. Typically the weather was wonderful, ideal for sailing!

Thank you all very much to those who could make it to the meet in January 86, a very enjoyable evening. Thanks to Dr. Reg Crampton, who talked about his trip to Argentina, and thanks to Reg White, who showed us slides and talked about the Iroquois Mark 3. I could be persuaded to buy an Iroquois that does 20 knots under power. Think of it, Portsmouth to Channel Islands in 4/5 hours, wonderfull Maybe have to hijack a petrol tanker first.

The start of 1986 was not dissimilar to ‘85. I could not get excited about sailing at all. At Whitsun our planned Channel Island trip did not materialise; the weather was not brilliant and I was stricken with a throat infection and had to visit a doctor in Bembridge, IoW. With the help of penicillin and a few fair weather days, we made it to Studland.

The South Coast meet was successful, eight of us made it:

• ELLICAT, No.1, Peter & Jennifer Rohde - Beaulieu
• KARMA, No.268, Kerry Hayward - Southampton
• DOUBLE VISION, No.l4l, Rick & Mel Fantham - Southampton.
• GANISA, No.38, Skinners and dog - Poole
• CHEROKEE, No.77, Colliers - Poole
• SAFARI VI, No.68, Chris & Ann Hammond - Hamble
• KATIKI, No.116, Rod & Haidy Blake - Fareham
• SITTING BULL, No.289, Jean-Pierre & Danielle Gestin - Brittany

Our original plan of anchoring at Ryde had to be abandoned; it was very uncomfortable. We moved into the shelter of Wooton Creek. The river was not wide enough for all of us, so we moored two sets of four, and before the water disappeared ferried people, food, barbecues + 1 dog over, so enabling us to be together. Within ½ hour there were 4 barbecues smoking in the cockpits, no boat or body caught alight. Who needs sandy beaches and driftwood, the Iroquois cockpit must have been designed just for this purpose. A very enjoyable evening was spent drinking, eating and chatting boats. By l1.30 pm the water had returned to allow a boatward trip.

We sailed back to Fareham the next day with the summer holiday ahead of us. We spent the first week visiting the tourist spots round Fareham; the weather was not nice enough to sail. By the end of the next fortnight we were in Dartmouth, one of my favourite places. We visited Studland, Poole, Weymouth, Lyme Regis and Brixham, built lots of sandcastles and ate a considerable amount of ice cream. We had a very fortunate stop at Torquay, the same day as Richard Branson arrived on Atlantic Challenger. We were moored opposite her, the cork from the Champagne bottle landed on our boat, it is now on the hook of our son’s fishing line. We were not in the Dignitory’s party so the trip aboard round Torbay was not for us, but we did have the opportunity of going on board to sit in the hot seat. It is a fabulous boat. There was a strong smell of disinfectant inside, I should think a few people had a miserable time on board.

At the end of 3½ weeks I took the children home and Rod sailed with a group of friends to the Channel Islands. He weathered the tail end of Hurricane Charley in Cherbourg. Four days of buying and drinking the duty-free allowance; fortunately he did bring some of the allowance home, undrunken.

Just a few more weekend sails left before we winterise the boat. On reflection the weather has not been as atrocious as 1985, but where are the balmy summer sailing days of the past?

I hope you all enjoyed your sailing season and I look forward to meeting some of you at the AGM. Please, if you have any articles for the newsletter, send them in.

Haidy Blake, Chairwoman
KATIKI, 116

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First Impressions of an Iroquois

When we changed our boat five years ago I wanted a rnultihull, but comments from friends like "they’re only stable upside down" terrified my wife. After five years of happy, but slow sailing in our Snapdragon, I got fed up of monohulls, mainly after being able to fly along at 10-15 knots on my windsurfer, then becoming "grounded" in our fat displacement Snapdragon.

Friends again said it was stupid to sail in "one of those multi things", but with the benefits of speed, stability, shallow draught and large deck, my ‘crew’ agreed to try one. Obtaining information to choose which multihull is difficult, especially when you are looking for older boats, but after reading books in libraries, old magazines etc., I finally decided on an Iroquois - another five months was then required to convince my crew they don’t all tip over!

When we had our first test sail, which was in force five winds, we could not believe a boat could sail so well. We were both instantly committed and travelled the country looking at boats, finally getting ‘Double Vision’ in Alderney (after sorting out import problems with the Customs and Excise).

We set off for Brittany two weeks later and had a marvellous three week holiday (managing 13 knots on the way to Ille de Brehat). The only complaint I now get from ‘the crew’ is why didn’t you convince me to have an Iroquois five years ago!

I’m also very pleased with the boat’s performance, but am slightly concerned about the stability when beating in strong wind. I usually keep the lee keel half way up, but then worry about the stress on the up wind keel - perhaps someone can give me advice or a copy of the ‘How to Sail an Iroquois’ leaflet.

The other problem which all the old ‘Write Ups’ warned of, are leaks in windows and shroud plates, which are obvious, but I do get water into the port stern bunk down the cockpit side - possibly via the small cockpit locker. Does anyone else get this and do they have a cure?

After having a good sailing season and super evening meeting other owners at Wooton barbecue, we’re looking forward to meeting other owners in January.

Rick Fantham
DOUBLE VISION, 291

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A Holland Meet

The three Faversham based Iroquois had a splendid E Coast meet at a Yacht Sheiger at the S end of Haringvreker Island on the Veerse Meer near Veere, Holland on 7th August.

Earlier this year, shortly after the super AGM you arranged, Russi & Barbara decided to take BARU to Holland and the Ijsselmeer, and asked us to join them. Later Paul & Jean Smedly in ALLEDA suggested they might come as well, so the stage was set.

BARU now has an elegantly panelled deck head and sides in her cabin and, after her boat-swap with GUN GUN in Sweden last year, there is a lot of thoughtful muttering centred around words like ‘diesel’ and ‘engine’. For the present they, like us and ALLEDA, use a 1980 Johnson 25, which works reliably and well. With their Autohelm long passages are a joy, spent occasionally sail trimming and doing other small jobs, navigating and keeping a good lookout, interspersed with generous and frequent offerings of tea, coffee and snacks.

They arrived at the venue just after us as we were cruising in company with them since we left Hollowshore on July 30, a start delayed by 24 hours due to a close encounter of the mud kind by KAWA on July 29. We had a nice run along the N Kent shore to the Foreland and then a stiffish beat down to Ramsgate. There prudence demanded a day’s stopover for a SW 7/8 to blow over. On August 1st we sailed early for Ostend, which we reached early evening after 8 hours of sailing and 4 hours of motoring. After a weekend of much fish and mussel eating, we caught a window to Flushing and Middelberg - you can imagine the general concern as 2 cats shaped up to go inside the bridge in Middelberg and were forced to moor 6th and 7th out from the pontoon! However, there was still room for other yachts to manoeuvre beyond.

On Tuesday, August 5, we both locked into the Veerse Meer at Veere and found the above mentioned Sheiger where we swam, rested, sun-bathed and generally relaxed to enjoy ourselves.

On August 7, at noon, as scheduled, I called up ALLEDA, to find that she was only 2M away in Veere and she came over to complete the party for the meet. We enjoyed coffee on BARU, lunch on KAWA, swims, drinks on BARU and supper on KAWA, and a very convivial get-together.

ALLEDA now sports a super-dooper canopy covering the companion-way hatch, allowing it full movement, and providing standing/viewing headroom when the hatch is forward, as well as very useful covered shelf space to either side of the hatch, on the deck. Paul built it himself, curving and styling the structure to make a most attractive and suitable addition. ALLEDA now has laid teak foredeck (Mk I) and hatch covers. With those and his new tan sails, ALLEDA combines the sleek attractiveness of the Iroquois with a traditional yachting trim; and she’s still a very quick boat!

Just a small word about KAWA herself. During the winter I built a new mast from a Sailspar kit (as recommended by Rod M-A last year) and then added to it the Tab Sails Main Reef (luff reefing main kit) and also fitted a Tab Sails Sail Reef (reefing headsail kit) to give us full reefing capability entirely from the cockpit. Tab Sails also made us a new main and Genoa and we are unreservedly delighted with the results. The equipment works easily and reliably. We’ve also fitted a 1980 Johnson 25 with 5 Amp flywheel alternator, 2 new batteries, kindness of Rod Blake, with isolation switches. As our old anti-fouling was rough after 10 seasons of overpainting, we took it all off and took advantage of this to do the Hempel Epoxy Osmosis protection treatment - all 4 coats The gel coat was in pristine condition under the old anti-foul, so the osmosis protection was unnecessary, but of now have an abrasion resistant bottom when I dry out. Altogether, we now have easy sail handling, economical motoring (½gal per hour), ample electricity and an excellent underwater protective finish.

That’s all our news for now. All of us, BARU, ALLEDA & KAWA, send our warmest regards and look forward to the next issue of your excellent IOA Newsletter.

Doug & Janet Mackay
KAWA, 153

PS The mainsail reefing is the best thing we’ve ever done. Even I can handle all the sails!! - Janet.

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Notes on Hauling my Iroquois

1. Found we had blisters on the bottom - maybe osmotic - or voids. They were small and did not have visible water content. About 300-500 in number, each with a small black center. Knocked the tops off . We did it the hard way, grinding - if a good professional operator is available would suggest sand blasting. When bottom dry we routed each hole with a rasp on drill, then well brushed Geougeon Epoxy Resin in each hole, then filled each hole with a mixture of epoxy resin and colordal silica (20-30%); used Micro sphere (or micro balloon could be used, but sphere is easier sanding). Then painted with Interlux 400 formula epoxy sealer - white, which is a high solids two part epoxy that Interlux recommends for this type of problem - is also good for crazed fibreglass decks). We follow the instructions on can quite closely, then sanded between coats before applying bottom paint.
2. Leaks in centerboard casing. Our first leak appeared after a heavy vacuuming at aft end of centerboard casing - wonder how long dust and dirt had sealed it. Our problem (we hope the only one) is along the top seam of glassed-in box. This area was not glassed in back of the box and we believe water got in at this joining. We cut access points in centerboard casing and sanded wherever possible. We then doubled a piece of carpeting over the end of a stick and applied 3M 5200 in all areas accessible by access points and from the bottom of centerboard slot. Will probably also do from the top. Wear rubber gloves when applying. Oh yes, also found some voids at the bottom of casing which evidenced water entry.
3. Centerboard pins (bronze) being replaced with stainless.
4. Lost about l’0" all along bottom of one centerboard and an 18" diameter piece out of aft end of other board. We’re redoing boards with plywood and cloth. Will double up cloth on leading edges and may even try metal stripping.
5. Reworking wiring in mast. Have length of 1" thin wall PVC for enclosing wires. Will likely use styrofoam and/or foam to keep pipe in place.
6. Removed skegs from bottom each hull. Haven’t noticed change in handling (but haven’t sailed boat, just motored). It sure reduces barnacle havens.
7. After 13 years replaced seacocks, thru hulls.
8. Am experimenting with thin coats of fung oil-varnish on rub rail - applying (rubbing in) with mesh stocking.
9. Oh yes, most important problem. The stainless forestay and pulpit fittings on cross arm have just about eaten away aluminium cross arm. Got 2 - 9" x 24" aluminium plate (6061 T6), made a template of cross arm and hope to get a shop to bend to form so we can aluminium pop rivet a two piece outer sleeve. Also 2 single pieces of plate 4" x 9" to put between pulpit supports and cross arm. As pop rivets had been working loose in the forestay/cross arm connection and the fact that cross arm at this point could be pushed in, out and around with screwdriver, made a rig failure pretty good bet in near future.

NB. Didn’t feel comfortable with above aluminium work - couldn’t find a shop that would guarantee bend to our template. Now plan to cut strips of aluminium from sheet, place inside cross arm at center break (hole), pop rivet same. Then wrap layers of Kevlar around cross arm extending at least 18" in each direction.

Oh yes, the Freudes (#105), George Best (#96) and myself (#126), got together some weekends ago at Redington Beach and Bradenton to give eye approval to the Cheney and French Iroquois - hope to get some sailing together this winter in sunny warm Florida, Would like to hear from any other Sail Craft owners who would like to join with us.

Warren Noden
SIAM-MIST, 126

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The Story of a Conversion

You suggested that you would like to hear about the saga of purchasing an old Iroquois, and subsequent events.

It all started with Pat Boyd offering us a Mk I lying at Brightlingsea, as he knew we had been looking for a fairly dilapidated one, as the original idea was to utilise the gear where possible, cut off the coachroof and produce a fast, lightweight cruiser with accommodation only in the hulls, and with a large rigid, open bridgedeck layout.

In July 1985 we visited M’Bote at Brightlingsea, carried out our own survey, and decided that basically she was in sound condition, although rather neglected and weedy after two years lying on an open mooring, so much so that we completed the contract and sailed at midnight for the Solent.

We had never sailed on the Thames Estuary before, but that night was sheer magic, absolute flat calm, full brilliant moon, and superb visibility. Navigation was a pleasure and we ticked off the buoys at regular intervals, apart from one hiccup. On the Solent each buoy has a separate name, so on the Thames estuary we just glanced at Black Deep, then found another, which meant a quick circuit to find out what number, which was marked on the other side.

Ramsgate came up in the early morning and we made the fuel barge on the fumes of the second tank and waited for them to open. By 07.30 we were again, still flat calm, sunny, warm, but within half an hour we were in thick fog, which is when problems started occursing. The electrics were a trifle archaic and we were without log and echo sounder, so the plates were lowered, and with about 100’ visibility we could just see the surf breaking on the beach, so we felt our way along the coast. The theory was that being that shallow we would miss the coastal shipping.

Two amusing incidents in the morning, a small inflatable tore past heading apparently to Holland, one occupant who casually waved, and kept going, the other was a building suddenly appearing out to sea of us; we gently closed it to find out it was a pier, crowded with anglers shouting at us to keep clear of their lines, but we had to do the classic thing of closing the pier further to ask "what pier?". "**** Deal - clear off" was the reply.

Towards Dover we could just make out the top of the cliffs at 45^o above us, and could hear all the ferries, hovercraft, etc., and were getting seriously concerned as to how we could cross the entrance to Dover harbour, when suddenly half way along the breakwater we came out of a vertical wall of fog into brilliant mid morning sunshine. At last a breath of wind, and for the first time since leaving Brightlingsea 12 hours earlier, we could stop the engine and sail, gently close hauled beating a long and short leg past Folkestone towards Dungeness. The wind held into the evening and we sailed past the power station and bore away for the entrance to Rye, to anchor off and wait for the tide.

Not having been into Rye before, we did not like to wait for high water, when with the cloud about it would have been dark, so elected to enter at dusk, when we reckoned we had water over the bar. The pilot book had mentioned that the current runs strongly, but failed to mention that it is like a vacuum cleaner, once you have started you are sucked in regardless by the flood stream. Luckily we had enough depth of water and were soon up the Channel into the commercial wharf area. Turning round took about a quarter of a mile, it seemed, on the tide, but we motored back to lie alongside the east catwalk by the fishing boats.

Next morning meant a vigorous motor out against the flood tide, before setting sail for a beat to Beachy Head, in a steadily increasing south-westerly, which began to gust up to a Force 6, rolling the main down to the first full length batten, and a No.1 made her very steady, however, and we began to realise that the Mk I’s had been maligned, instead of being a reckless hairy machine that we had been told, we found that M’Bote took the seas very easily, was immensely stable reefed down, dry, and moving easily through the seas.

Getting round Beachy Head was quite a struggle as we met a foul tide, but apart from one tear in the main, which necessitated a slightly further roll of the main, we made Newhaven by midnight, where our third hand left us to return home.

Saturday, after a quick repair of our main by a local sailmaker contacted through the chandlery, we sailed under reefed main and No.1 towards the east, to run into a squall and localised white-out just to the east of Brighton. Fortunately I had raced at Brighton a month or two earlier, so was used to the entrance, and we reached in under jib alone across those pinnacle seas reflected off the sea wall, to find the comparative calm of the marina, with choppy wavelets breaking over the pontoons.

We left the boat there for a week and completed our trip a week later in easy summer conditions. The trip had shown us, however, that the boat was in better condition than we had thought, and by the end of the season we decided that we would not cannibalise her as much as we first thought, but would rather modify instead.

With M’Bote ashore, under cover, we started; a 1,000 hrs later we have cut the stern decks off each hull, raised them 12" approx, moved the main hatch to starboard offset, raised the water tank lid and created a locker, moved the outboard onto the main beam, boxed in the stern between the two hulls, creating further sail, fender lockers, and providing protection for the outboard, and the main sheet track was moved right aft with a roller traveller.

Internally the main port cabin was enlarged, an opening hatch fitted with an adjacent chart table on the centre line, the outboard controls fitted for security reasons within the companionway, two flexible water tanks fitted beneath the dinette bunks, the loo door rehung the opposite side, and an extra curved shape cut out to prevent banging your head.

The boat was launched as ‘Safari VI’ in June this year and is sailing better than ever. The helmsman can now sit on the side deck, still see over the coach roof, and handle the tiller bar directly; or use an extension. The outboard is almost totally enclosed, less prone to vandals, and yet easily serviced. The cockpit is safer for my grandchildren without the risk of falling overboard aft.

Completely new rudder stocks were made but utilsing the original rudder blades, and with the judicious use of two small trim tabs, she will sail hands off in any condition. One central self tailing winch was fitted over the outboard compartment and is a real boon. Sitting headroom is now available throughout the stern cabins, and the original portholes fitted to the inboard face of the cabins. As Plastimo self furling gear has been fitted to the forestay and a Firdell foamed radar reflector fitted above the hounds to perhaps help as a masthead float, if we ever get that far.

The original coamings have been bent into a pleasing new shape, and provide better security to the crew, as we1l as helping as a backrest. With the greatest respect for Rod’s original design, and Reg’s workmanship, we feel that we have made the boat more seamanlike and safer to work. Now for some cruising; one of our aims being to go from St. Malo to Vanne, Brittany to windward through the Renne/Redon canal, and come back round Ushant hopefully downwind next year.

Costing on the conversion, we have already quoted "£25.00 to cut it up, £10,000 to put it together again."

Yours,
Chris Hammond
SAFARI VI, 68

D I Whynut Esq,
Little Feeling,
Nr. Suicide-at-Times,
Havoc.

Contents

The Fateful Cruise of Moggie d’Or (No.31)

Sitting in Deauville harbour in the sunshine on August bank Holiday Monday, Moggie’s crew of Tom Hart, Roger and Julia Holmes, listened to the 13.50 forecast which indicated a low in the fastnet with winds SE 5/6 veering to SW 7/8, but there was no indication that this was the tail end of Hurricane Charley! We took the view that the low would probably move up the Irish Channel and we would only catch the edge of it in the English Channel. With the wind behind us, an experienced crew and a well found boat, we decided it would be safe to make a crossing.

We slipped the mooring at 16.00 and set a straight course for the Nab Tower, taking 5 rolls in the main as a precaution. However, the breeze was only 3/4 and we needed the genoa set to make a steady 5 knots. At 18.00 the wind suddenly increased to force 7/8 and we found we could make steady 5 knots under bare poles. The Autohelrn was set and we commenced two hourly watches, with the watchkeeper safely harnessed up.

Force 9 Winds

Moggie sailed very comfortably like this, even though the wind rose to force 8 or 9 and a heavy swell formed. At 1.00 am, the wind had veered SW, so we set the storm jib, which gave us 5 knots, and laid a new course allowing 10^o for leeway. We noted that in spite of being cleaned the day before, the log appeared to be reading low. The wind speed indicator had also failed so this made it difficult to judge the actual wind strength and leeway. We were told later that Hayling Island Sailing Club registered gusts up to force 10!

Visibility was very poor, but we saw the Harwich / Le Havre ferry during the night and were reassured that we were on course. By morning we sensed we had made some leeway and eagerly sought a land sighting, but none appeared, although we felt sure we were no more than 10 miles offshore. Then at 8.00, when we’re about to attempt a DF plot, we saw a flashing light. It was difficult to count the flashes as we kept losing sight in the swell, but we finally identified it as the Owers Light, indicating we had drifted 5 miles off course to the East. However, we were still 10 miles off shore so felt safe enough and were encouraged with our performance in such atrocious weather.

Another course was set, for the Nab, allowing 20^o for leeway. We pointed OK, but speed began to fall off as we were then sailing on a close reach parallel with the waves, with only the storm jib for power. In hindsight we clearly should have put up the mainsail at this point and/or started the engine.

Breaking waves

After about half an hour breaking waves suddenly appeared dead ahead. Although we were conscious of the low tide and in-shore sandbanks, we had not anticipated this. We started the engine, and assuming this to be an isolated sandbank, decided to circumvent it by the in-shore route. Having cleared these breakers, however, we were horrified to see more ahead. Then slowly, through the squally rain, we perceived a long line of breakers eventually curving towards the shore. We could not believe what we saw, it was just as though we had entered a tropical lagoon surrounded by coral reefs. However, after another look at the chart we realised that we must have drifted onto the Owers bank! We could not turn back against this powerful swell, so all we could do was press on and look for a gap in the breakers. All this time Julia had been trying to sleep in the cabin, but early in the night she had succumbed to sea sickness and by the morning was feeling very wretched.

When we entered the rough water on our new course, we began to ship some of the fifteen foot waves over the top and they found their way in through the hatch cover. Julia then decided she had better dress and put on a lifejacket, just in case. Her main worry was that the windows might cave in from the breaking waves, so she decided to station herself in the lee hull, which seemed the safest place to be. Meanwhile, back in the cockpit, Tom and I were wrestling with the helm and after about half an hour found a small gap in the breakers. It may have been the Westerly Channel off the Owers Bank, although we saw no buoys, still we had no choice but to try and force our way through.

Roll Over

We began to make progress through the waves and thought at last that we were going to get off this lee shore; but it was not to be, as several large waves broke over us and slowly, but surely, we were pushed in towards the coast. Finally two very large breakers came almost together; the first slewed us sideways and the second rolled us over onto our side. We were then about a mile offshore. As we went over, Julia was showered by food, pots and pans etc., as everything fell out of cupboards, but by some miracle she managed to dodge it all.

The float on top of the mast did its job and the boat settled reasonably comfortably, with the hull protecting us from further breakers. As we were then inside the line of breakers, the movement was relatively gentle and we were able to collect our thoughts and take stock of the situation.

Tom and I were still attached to the boat with our life-lines, but Tom was in the water hanging on to the cabin top handrail, which was now about 2 feet out of the water. I had been on the helm so managed to stay in the cockpit.

I lifted up the cabin door, which was then like a cat flap, and was very relieved to see Julia unhurt, but standing on a huge pile of debris. I helped Tom out of the water and into the cabin, but I remained outside, still comfortably balanced on the gas locker in the cockpit.

Helicopter Rescue

By some miracle, before we had really taken stock of the situation or thought about sending out a Mayday call on the VHF set, a helicopter appeared overhead. We waved and the next moment a naval recovery diver materialised in the water by the boat. It was just like a film set!

Realising that the lifeboat would not be able to right Moggie and tow her off in these shallow seas, and as there was little point in being washed up the beach, we gratefully accepted a lift.

Feeling very clumsy in her sea boots and wet clothes, and weak from eight hours of sickness, Julia was helped up the book onto the top of the boat for lift off. Unfortunately the winch rope got tangled in the rigging and so she was ordered to jump into the breakers and swim away from the boat for pick up. Her apprehension can be imagined, but the diver was close behind and gave her inspiration, so she was soon on board the helicopter.

As this was happening, the pounding of the waves caused the mast to begin to bend and the boat started tipping further over. The cabin door was suddenly almost under water and I shouted to Tom to get out quickly. I then realised that the wire runner for the life line was now well under water and I could not reach the end of my harness line to unclip it I dived to try and release it, but only succeeded in swallowing water.

I then began to get very worried as it was now my turn to be winched up into the helicopter and as the crew started to put the harness round me I tried to tell him I was still tied to the boat. However, the noise of the helicopter made verbal communication almost impossible so I don’t know whether he understood or not. He proceeded with the hoist and I was snatched from the sea, the lifeline went taught and then thankfully gave and I shot up to the helicopter as if in an express lift.

Tom was picked up safely off the top of the boat, which was by then almost upturned. Amazingly the whole operation had taken less than 10 minutes, and in another 10 minutes we were delivered to Haslar Naval base, where we had a hot bath and check up in the hospital. Apart from some shock, we were in very good shape and were sent home.

On returning to the beach later in the afternoon, we found Moggie upside down in the sand. The cabin had been completely ripped off at deck level and everything washed out of the boat. The bent and broken mast was loosely tied to the side. As the beach was near a holiday camp, there were lots of people about, most very helpfully looking for salvageable items. Very few were found, however, and those that were, such as the camera, were damaged beyond repair. Some contractors claimed salvage and later, using a large crane, turned the hull over. We found a few personal items including, amazingly, Julia’s contact lenses, plus some sails and clothing tucked up in the forepeak, but essentially everything had gone.

The salvagers had hoped to float off the hull later, but the valuer decided she was not recoverable so she was finally burnt on the beach. A sad and very undignified end to a beautiful seaworthy and well loved boat.

Tough Seaworthy Boat

Throughout this tough passage, Moggie handled impeccably, taking all the weather thrown at her. The crew always felt confidence in her, even when finally on her side, and tribute must be given to the designer and the boatbuilder.

History of Moggie D’Or

Moggie was built in Brightlingsea in 1967, No. 31 in the racer/cruiser Iroquois Catamaran class. She was moved to the South coast in 1969 when she was owned by Mike Tyler and Dr Stuart Rusby, and Vince Lawford from the Oceanographic Institute, at Wormley. She was berthed in Sparkes Boatyard next to Hayling Island Sailing club in Chichester Harbour. Roger Holmes joined the partnership in 1971 and in 1974 formed a new three-cornered partnership with Tom Hart of ICI, and Cliff Moss of Shell Aircraft.

Moggie was well known along the South Coast, having cruised extensively on both sides of the Channel. She also completed cruises to the Western Isles of Scotland and to Norway.

Although more a cruiser than a racer, she regularly participated in the MOCRA Whisky series of races run in the Solent in the late 70’s by Brian Passmore. She was also a regular entry in the Round the Island Race, where she won the Iroquois Trophy several years running, and one year came second in the Multihull Class overall.

Contents

Letters

From REG WHITE LIMITED

Dear Stuart,

Thank you for your letter. Yes, we would like to show some plans of a new Iroquois 35. I started to build this boat for myself, and Barry Bucknall came along and has bought the first boat. I hope to have the second boat. The Iroquois 35 has an 18’ beam which will give her very good stability. The cabin top itself is 1’ further forward than on the old boat and has full standing headroom. She has fibre glass skegs which allow the shaft to run through for a diesel engine located under the aft bunk. The bunks are 4’6" wide in the after cabin. The rig is a little unusual in as much as the mast is fairly well forward, this is to get the mast support out of the cabins as much as possible. The whole concept of the design has come about through me having a holiday for two weeks in Denmark on an Iroquois Chieftain. The shape of the hulls is basically the same as an Iroquois Chieftain and has a 3’ piece added to the hull in the middle. This should make the boat very good from a sailing point of view in the seaway and by getting all the heavy weight toward the middle of the boat should reduce the overall pitching. The boat will be constructed light enough that she will get unstuck in a good breeze and will make an excellent cruiser/racer. Racing rig will be possibly an option.

Hopefully this boat will come more to your original dream boat, which you sent me some sketches of. The other design feature is that the centreboard will be located on the inboard side of each hull The type of centreboard will be a spade rudder type and will be considerably thicker then the existing Iroquois centreboard. Hopefully no more banging and clanging.

Hope the above will be of interest. Enclosed is a cheque for membership and for four suppers at the AGM.

Yours sincerely, Reg.

From David Shankland

Dear Stuart,

Perhaps one of the most amazing attributes of the Iroquois is that it is so difficult to replace, even after so many years of yacht design and development.

I have enjoyed so many happy days on Razamatazz since Juliet and I purchased her from Reg White in 1973 - many exciting hours of racing, cruising back and forth along the Bristol Channel and of course when on annual holidays to France. However the children have grown up and I sometimes think of making a change for another boat, but suitable alternatives are just about impossible to find. If you wish to sell a monohull it is quite easy to find something shorter, longer, slower, faster, etc. etc., but there is no such step for the Iroquois owner.

You first of all find it is difficult to find a boat with adequate space, sailing performance, ground-taking, appeal, etc., not to mention sunbathing space, light & airy cabins and a draft of 16"! I installed a Yanmar diesel in the cat a few days ago and that investment paid dividends beyond imaginations. No doubts as you pushed the starter, no shortage of electricity on board, good cruising speeds using about one gallon per five (5) hours and of course the ability to get back on time.

But I still think of making a change and looking for a new experience and challenge. Perhaps I shall find it, but in the meantime I am very lucky to have such an excellent boat in such excellent condition. If anyone would like to purchase my Iroquois please let me know as I can always give that person a first refusal. Good Sailing to everyone.

I enclose a cheque for £5.00 being next years subscription, although at the moment I am between two stools!

Yes, I confirm my Iroquois is up for sale and feel that in view of the condition, additional accessories and equipment, plus an excellent inboard diesel installation, then a price of £15,000 would be very realistic.

She is in beautiful condition, having been built by Sailcraft, complete with a superb diesel inboard engine, autohelm, log, echo sounder, Walker wind speed & direction, clock, barometer, compass, etc., plus sailing including spinnaker and gear, etc.

David Shankland
RAZAMATAZZ, 160

From Marc Sheridan

Dear Stuart,

We had TZATZKE in the Abacos, Bahamas, for about 6 months again this year. For five months she was in White Sound, Green Turtle Cay, and for one month in Hopetown Harbour.

We ranged as far South as Little Harbour and as far North as Abaco, Pensacola Cay. We stopped at Man Jack, Green Turtle, Pelican, Whale, Treasure, Guam, Man-o-War, Matt Cowes, Jonny’s, Pelican, Sandy, Tilloo Hog and Abaco-Pensacola Cays. We also stopped at West End on the return trip.

We have a new dinghy, a 12.5ft with a 25 h.p. Yamaha. The enclosed slide of TZATZKE under way with cruising chute and main was taken from the dinghy with TZATZKE running by Auto pilot. (We hope to publish this later, good job the outboard’s reliable, Ed).

Yours,
Marc Sheridan
TZATZKE, 224

From Rick Fantham

Dear Stuart,

Please find enclosed my membership app. form and cheque. Haidy promised to send the forms, when we met in Wooton/Ryde this summer, she also promised a copy of some past newsletters and a photocopy of the ‘How to sail an Iroquois’ leaflet, but could not find copies of either. Perhaps you’ve got some, she said she’d ask and I would greatly appreciate them.

I’ve also enclosed a letter of ‘First impressions of an Iroquois’ at her request. If you have a space in your next newsletter it may help you fill it! If you’ve got more interesting matters to print please don’t worry about putting it in the WPB. Hope to see you in January.

Regards,
Rick Fantham
DOUBLE VISION, 29l

(This is a typical letter which I have received and only just responded to, but I am slowly picking up the traces again. Ed.).

(Our friends Jean-Pierre & Danielle Gestin, in France, have sent us a series of charming and informative letters, which I reproduce here. If anyone fancies Iroquois Cruising around Brittany, Pierre may be persuaded to take paying guests during next summer. Please contact him direct. Ed)

Dear Mr. Fisher,

April 2, 1986

I thank you very much for the newsletters I received. I have some problems in reading and translating them. Very often I don’t know the nautical terms and my Collins-Robert dictionary is short for technical language. Nevertheless newsletters are very interesting and members sound kind.

Before I owned an Iroquois I was sailing with monohulls. I began with Moth in 1952, then a "Star", a Dragon, a Wiseir, Golif - and just before I owned "Ecume de Mer", 8m long, with which my family and I sailed to Spain (Concarneau Santander, le Corogue, Concarneau) and also to Cornwall (Falmouth, Helford, Penzance, Scilly); but the boat wasn’t very fast and also wet, uncomfortable and too small because we were five (with three sons, 21, 20,. 14). I bought this Iroquois (287) in 1984. When we left the harbour it was the first time we steered a multihull and I always will remember the entrance to Le Pouldu (Laite river); not deep, leeboard up, rising tide, downwind, and motor running - what a brilliant display through the moorings. We have learned since and we are very cautious when the space is limited.

The equipment of the boat is so: HB. Yamaha 15 HP, mainsail, jib, genoa 150%, spinnaker (56m²), log-sumlog, lock, speedo, windspeed indicator, anemometer and weather vane (B and G), electric pilot Plastimo ATSO, echo sounder - Generator Honda.

I put on the top of the aft bunks polystyrene to avoid condensation, so the boat is really dry. In 1985 we sailed to Le Rochelle, Oleron island, Re and visited Belle Ile, Houet, Hoedic, Golfe du Morbihan, and all the berths between Loneut and Benodet. My usual mooring is a very little inlet 2 miles east of Concarneau, named Pouldohan, and I recommend this place if you cruise here. On the outside you have a sandy beach with some moorings and at half tide you can enter the inlet - very beautiful with trees alongside.

Nearby Concarneau we are 4 Iroquois, Gulliver (256), Catastroumph (265) owner Jacques Bodiou, and another I don’t know the number and the name, but mooring at Le Foret-Fouesnant (Cap Coz). I thank David Asdell who gave me your address, and I apologise to Weatherall (114) for the name Sitting Bull of my boat.

10th April 1986

What a surprise (and also a pleasure) to look at the first page of the Spring 86 newsletter and see the photo of "Sitting Bull". So I suppose Sitting Bull, second Iroquois of the name, will become famous all around the world, won’t it! The exact location of the site is a small bar of sand along the "Archipel de Glenan" - in the background of the photo you can see the lighthouse of Senfret Island where the. "Centre nautique des Glenans" is based - the archipeligo is a call I recommend, there is a lot of moorings and always a good one wherever the wind blows from.

I am very interested in every report or letter of the issue which helps me to know the Iroquois better. I also am filled with wonder with the long trips some owners have had, and last but not least, I learn a lot of technical and nautical terms!

Last Sunday I sailed to Port La Foret (Fouenant) and saw another Iroquois on its mooring - its number is 303, but I still don’t know the name or address of the owner.

Note for Haidy Blake’s cookery page: Recipe for Breton cake:

You hand mix 250g of powder sugar and a pinch of salt with 250g of butter. When you have a good mixture you put in 500g of flour and always by hand you mix again until you have a good mixture. Then you make two parts for baking. For each part you make so:

Roll out the mixture to 1cm thick on battered aluminium foil. Now cook in a hot oven for about 30 minutes. After cooking cut up to have a lot of small squares. Bon appetit! (but it’s better cooking at home before going aboard).

Jean-Pierre Gestin
SITTING BULL, 287

Dear Stuart,

"It’s a long way to Tipperary" says the song, but it’s also a long way from Concarneau to Ryde.

We decided to take part in the summer rally and left Concarneau on Sunday 20th of July, but the wind was poor and the tides between Channel Islands and the English channel not often at the good time. Also we passed Needles on Sunday 27th at 11 am and reached

Ryde pier at 15 pm and there ……. nobody ….... no Iroquois We were very disappointed - where were you? It was a great pleasure to meet you and other fellows. Perhaps it will be on next year? Nevertheless we had a very lovely voyage with very interesting ports of call - Ise of Sein, Aberwrach, Ploumanach (the most beautiful harbour of Brittany), Guernsey, Herm (where we met Fred Newman - 164); Alderney by the Swinge - Portsmouth.

On the way back we visited the Solent (Cowes, Yarmouth, Lymington) and Weymouth, Dartmouth, Salcombe, Plymouth, Le Conquet, Concarneau. Weather was not good, very often rainy, windy and cold. For example, we left Dartmouth to Salcombe, a short way (15M?) with no wind, but along the cliffs near Start Point the wind came up to force 7 from West direction. We had some trouble getting to Salcombe, the crossing from Plymouth to Le Conquet was speedy (21 hours -for 120 miles) and 80 miles during the 10 first hours.

We cruised to Channel Islands in 1972 and to Falmouth and Scillies Island in 1982. We love the landscapes of your shores, also the pretty towns and villages, but navigation is harder than along our South coast of Brittany and I think it’s not the same sun on your head as on our own.

My older sons sailed to La RochelIe on September. There they received on board doctor SEGALEN, but without his Iroquois (272) which was in Greece. In short a good summer for Sitting Bull - about 1500 miles sailed over the sea.

No plans yet for 87, but a lot of work to improve the boat - often with good ideas found - on other Iroquois met along our route, such as the one of Fred Newman 164, Ron Nelson Beverly 78, Nigel Everett 5 - now Sitting Bull is alongside the garden; the mooring is 15 metres from our house and. it’s very easy to work on board. All Iroquois owners coming to Concarneau will be welcome at home - phone 98.97.64.70.

With best regards,
Jean Pierre et Daniele + Jean Baptiste, Herve & Goel

From Rory Fogerty

Dear Mr. Fisher,

Through the pages of the IOA I would like to appeal for help in solving a problem with an Iroquois MKIIa. The new owner of TWFF No. 161 is:

Mr R Mohlenkamp,
Vockestrasse 2,
4550 BRAMSCHE 1,
W Germany

He has reported a leak in the port hull and wonders if anybody could shed light on where the water comes from. In a heavy sea he ships up to one litre per hour through small holes in the longitudinal stringer. The ship remains dry otherwise. Hopefully, the following diagram should make the exact location of the leak clearer:

The leak can probably be helped by fibreglassing over the holes, but obviously this will only provide temporary relief. It would be better to "turn off" the water at the source, i.e. to seal the actual hole where the water enters the stringer. Can any of your readers help in suggesting places where the water may be coming from. Judicious use of talcum powder has allowed us to eliminate:

• chainplate leakage
• condensation
• hole in side of boat, at least, not an obvious one

The most likely place would seem to be that the water is entering via the leeboard case and traveling down the stringer tube. Is this likely or, indeed, possible?

Since neither Mr. Mohlenkamp, nor I (since selling TWFF) have a current subscription to the IOA, I wonder if reactions to this letter could be sent to us at either of the above addresses. Postage will be reimbursed if requested.

I would like to point out that Mr Mohlenkamp and his wife intend to make a world trip starting next year, and are obviously anxious to have solved this problem before then. All suggestions are welcome. If we find the leak in the meantime then we will let you know.

Yours sincerely,
Rory Fogerty
Saxenburgerstraat 23",
1054 KN Amsterdam,
The Netherlands

From R R Johnson

Dear Stuart

As the contented owner of. Iroquois #235 I have a couple of sailboat questions, some comments, and a favour to request of you. I called Harry Faulkner last week during a business visit to London and for the questions at least he referred me to you.

Do you happen to know where Reg White is these days? I had had in mind visiting him during my trip but I couldn’t locate him in the Brightlingsea area via Telephone Inquiries. Harry thought Reg might be in Canada; if so it might be even easier for me to visit him from Detroit, which is where we live.

My other question is, who makes the most effective mainsails for Iroquois? Mine is a MkIIa; my original mainsail from Seahorse has held up tolerably well but I’ve never been as impressed with their mainsail as I have been with their jib. That is an impressive sail. Or at least, I seem to be able to exploit it much better than any of my other sails, and my sailing friends frequently comment upon how well that jib performs. In any case, my mainsail has stretched and I would like to replace it and upgrade to the best I can find. But by best, I mean an effective sail - not necessarily a durable sail - and one that would do well in light air maybe more than one for 35 knot winds. I would appreciate any advice you could give me on this. I think the design of a mainsail for a catamaran must be different than it is for 12 meter boats, so I haven’t gone to the big famous sailmakers.

Harry told me you were in the marine publishing business. Has anyone published anything on the sailing characteristics of the Iroquois? Being an isolated owner and sailer, all I can do is compare my catamaran’s behavior and performance with itself and other monohulls. The only multihulls on Lake Erie where we sail are a couple of Hobie 16’s and some Stiletto’s. An example of the kind of performance data I would like is the Iroquois’ speed range as a function of heading under different wind conditions.

A piece of such data from my experience with 235 is that for winds of about 20 knots my best hull speed is about 7.5 knots and my optimum tack angle is about 120^o without losing too much speed (maybe dropping to 5 knots). On lighter winds tack angle decreases. This all has to do with sail design, skill, sea conditions, weight and other obstructions on the boat, but I consistently get the best tack angles with that #1 jib. I would like to get a better mainsail now and see how it, and I, perform.

Typical wind conditions on Lake Erie in the summer time are 10 to 20 knots, and sea conditions are typically very choppy. The lake is shallow (20’ to 30’) and there are lots of motor boats.

Another piece of data is that the fastest I have gone with 35 knot winds is about 13.5 knots for short distances while I was able to keep the boat planing. Boat speed seems to be proportional to wind velocity once one gets both hulls up and planing. For my boat, that seems to occur somewhere between 8 and 9 knots.

The favor I would 1ike to ask of you is this. Our youngest daughter Allegra, is in London this summer having just graduated from the University of Arizona, working evenings at the Globe Theater, and wishing to be able to sail a bit on Sundays, which are her days off. If you know of anyone who might like a willing and somewhat experienced Iroquois sailer to assist or just to go along for a sail on a Sunday or two before the end of August, Allegra would be most pleased at the opportunity. Her address is:

Allegra Johnson,
Flat A,
Queens Garden,
London, WZ3AA

She would be happy to go wherever is appropriate by train out of London, as long as she could come and go between Sunday morning and Monday evening.

Thanks for your help in all of these various matters.

Yours truly,
R R Johnson
VIVACE, 235

(I publish this letter in full as it is another one which has followed me around and not been replied to - Ed.)

From Ken Pack

Dear Stuart,

Masthead Flotation

Iroquois owners seem generally to regard this subject much like sex. As early obsession declines into "it’s not everything in life" attitude. Personally I have got this neatly packaged rubber bag and a belief that it’s all in the mind.

Early on I missed the rather distinctive disc. Explanations of. how helpful it was in a capsize was my favourite nightmare. Then someone found their disc full of water and reckoned, together with windage, it would contribute to a capsize; how much better to have this bag I thought!

I bought a replacement and later cornered the market in spares for this device at the Sailcraft auction, but never did anything that could destroy the illusion it might work. This year, however, I decided to test it, and for those who still rely on the inflatable bag, I found the following:

1. The gas bottle, after 15 years, remained fully charged.
2. The valves are very complicated engineering, but worked perfectly.
3. The materials used are not marinised. Inside the box they were fine, up the mast connections were solid.
4. The flexible pipes through the mast and the slightest movement leads to chafe and almost undetectable holes or weak points.
5. The lashings, intended to burst with inflation, are not ideal to prevent movement and therefore chafe.

Ken Pack

(Thanks Ken, jolly interesting, but for one of your missives it seems a bit incomplete, what did you do about it all? - Ed)

From Roger Silcock

Dear Stuart,

I have recently purchased Cat O’Lafite, No.183, from Dennis & Biddy Marrion. I first saw an Iroquois in 1968 and have had to wait 18 years to own one. Cat O’Lafite has roller genoa and main, and has a ‘Watermote’ diesel in the rear of the cockpit, with Volvo twin hydraulics. My rudders are similar to the Commanche, were many made like this? I have an Iroquois Roller reefing boom for sale, also a mainsail. I require a spinnaker, and lastly would like to join the IOA. I am trying to start a yacht charter business, so include an advert (for interest!).

Regards
Roger A Silcock
CAT O’LAFITE, 183

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From Fred Sorfleet

Dear Stuart,

Enclosed is our subscription for the forthcoming year. Len Wilson (co-owner) and I hope to attend the AGM on the 9th Jan 1987 and look forward to meeting you all.

We have recently purchased (second-hand) 2 x 40hp Johnson outboard motors and are about to mount them on the boat. Having been banned from the local racing circuit we are now funneling our efforts at water-skiing. If anyone is interested we have a 15 hp. long shaft Yamaha for sale, complete with remote controls, tank etc. Approx. year of manufacture 1981.

Whilst on the subject of gear, has anyone - to your knowledge - got any foresails for the Iroquois which are surplus to requirements. Our own boat is fitted with a furling headsail which, although efficient, does not allow us to realise the true performance of the boat. Look forward to the next newsletter.

Fred Sorfleet,
COCHISE, 288

From Bud Whitney

Dear Stuart,

Reg White gave me your name; I would be most interested, if possible, in joining the Iroquois Owners’ Assoc. I have a 1976 MkIIa, which I enjoy very much, and of course have a number of projects to do on it this winter.

I am having the rudders rebuilt this winter and possibly getting a new full batten main. It would be most helpful and enjoyable to be in touch with people who are familiar with these and other. functions of the boat.

Thank you very much.

Bud Whitney

From John Davis

Dear Mr Fisher,

Please find my application for the Iroquois Association and cheque for £5.00 enclosed. Heidi Blake referred me to you after learning that I had purchased an Iroquois cat; we are both members of Fareham Sailing Club.

I bought the boat from Michael Cherry in October 1986 and have changed the name. from FOXY LADY to GYMNOPEDIES II, which is now recorded on the Small Ships Register. The boat is ashore at Thorney Island at present and I hope to ‘Gelshield’ her bottom as soon as temperature allows.

I am very interested in technical developments and am at present investigating the possibility of changing the pivoting boards to dagger boards, to prevent the deterioration of the boards by being able to lift them out when not in use and also to improve performance.

Looking forward to seeing you afloat in ’87

Yours sincerely,

John Davis
GYMNOPEDIES, 317

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Later News

Now you see him, now you don’t; Chris Hammond has already sold SAFARI IV to Bob Goddard, a Hirondelle owner also based in Poole. Chris has ordered one of the Benetreau 35ft cruising Catamarans; this is due to be delivered in April. Chris is also involved in the proposed Multihull Festival to he held in the week beginning July 20th, in Southampton.

Ken Boswell, DOODLESACK II (No.121) has also just joined. DOODLESACK II, you will all remember, is the Iroquois with the bullet holes in it, She was machine-gunned by Spanish police when owned by George Alexander, whilst at anchor offshore with George asleep on board.

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1987 Solent Rally

This is currently scheduled for Newtown Harbour in the last weekend of July. However, if suitable space can be found I suggest that we hold it as part of the Multihull week; that particular weekend is scheduled as a "sail a catamaran a day" or "sail a cruiser a day", so members might, if inclined, be able to take part in our rally and in the larger event. A notice will be sent out as soon as we know.

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Iroquois Mk4

You’ve heard of the Iroquois Mark I, the Iroquois Mark II, the IIa, then there was the interregnum and the Northfield Mark II. Next came the Mark III, the Iroquois Chieftain, a 20 knot motor/sailer. Now we have the Iroquois Mark IV.

Reg White is building this for Barry Bucknell and hopes it will be a winner. They have moulded a port hull and full bridge deck and, separately, a starboard hull and bridge deck. The next step was to cut the hulls and bridge decks in half amidships and lengthen them to 34ft. 7ins. with a mid hull insert. The two sections were then placed next to each other at a beam of l8ft. 2ins, the excess bridge deck areas were cut away and heigh presto a new boat emerges.

There are two full 4ft. 6ins. width bunks aft which overlap the bridge deck and have a cabin roofette over them at each side of the cockpit. There is 6ft. 2ins. headroom in the cabin on a designed bridge deck water clearance of lft. 6ins. With a completely new coach roof and cockpit moulding the end result will be a spacious and surprisingly good looking boat. The mast is stepped well forward on the coach roof, 12ft. 4ins from the bow. In order to get the centre of gravity aft the 41ft. mast is raked 3ft aft and carries a 314 sq.ft. mainsail and 400 sq.ft. genoa.

The leeboard arrangement and many other details, such as final price, are not yet worked out, but it certainly looks a very interesting project and one which I look forward to be able to report further on in the near future.

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For Sale and Wanted

FOR SALE: Iroquois roller reefing boom arid mainsail.

WANTED: Spinnaker suitable for an Iroquois.

Roger Silcock (0206-251441).

SHARE EXPENSES THIS SEASON? Qualified Yachtmaster is willing to help pay expenses in running/maintenance of a Cat during ‘87 season, in return for some weekend and Summer sailing on South coast. Tel: Warminster 218910.

FOR SALE: JOHNSON 25 H.P. ‘79/80. Used for six seasons; good condition. Manual start, with 12v charging facility and CD ignition. EXTRA long leg, ex Iroquois ‘BA RU’. £275 ono. Genuine SAIL CRAFT O/B bracket also for sale (once O/B is sold:). ? Offers

WANTED: S/hand diesel. 13-18 h.p. twin cylinder.

Russi Dordi, 22 Abbey Street, Faversham, Kent. Phone: 0795 531328.

FOR SALE: SEACAT MkII Iroquois, No. 295. 1979. 25 h.p. Evinrude, Sumlog & Stowelog, Echo Sounder, Seavoice 550 RT, Mainsail, Genoa, no.1, no.2 & storm jibs, spinnaker & squeezer, lightweight masthead float. Lying ashore Plymouth. £16,500.

Tony Barnes, Braunder, Halton Quay, St. Mellion, Saltash, PL12 6SL. Tel: 0579 50284.

FOR SALE: RAZAMATAZZ, MkII Iroquois, No.160. 1973. Original owner selling. White deck, teak toe rail; spinnaker pole, halyard & snap shackle, topping lift, snap shackle & block, down-haul & snapshackle, 2 winches and handle. Tri-colour masthead light, steaming light, foredeck light, 2 through-hull ventilators, rear opening cabin window, mainsheet traveller control lines, blocks & jammers, chrome ensign staff socket, fitted cushions in cockpit. New improved Lavac Heads, blue porcelain wash-hand basin, vanity cupboard, seawater pump, tiled floors, carpeted & curtained throughout. Refrigerator, regulator & Camping Gaz cylinder, Seafarer Echo Sounder, Seavoice RFT, Walker Log & Speedometer with repeater in cockpit, brass quartz clock & barometer, Walker wind speed & direction indicator, Autohelm Pilot, fire extinguisher & ship’s battery. Mainsail, 180% Genoa, 150% Genoa, Working jib, Storm jib, Spinnaker. Excellent 2 GM Inboard Diesel Engine complete with stainless steel fuel tank (approx. 10 gallons) and full fittings. Max speed 7 knots. Consumption 4.5/5 hours per gallon! Has been laid up and maintained annually and is at present ashore. Thoroughly recommended and as the price is very realistic, inspection is suggested urgently. Price £14,950.

David & Juliet Shankland, "Hove To", 124 Pencisely Rd, Cardiff, CF5 1DR. (0222 563605)

FOR SALE: ANTARES OF ASHTON, MkIIa Iroquois, No.132. 1971. Fully built and fitted out by Sail Craft Ltd. of Brightlingsea, Essex. Designed Rod Macalpine-Downie. Ship registered at Glasgow. The Interior is in excellent condition with manufacturer’s layout, fittings, finish & headlining. N.B. This is an unusual and very satisfactory design, being longer with the after platform but not having the vulnerable lifting rudders and no heavy inboard engines.

INVENTORY. Slab reefing Mainsail by Austin Farrar used 3 times. Roller reefing jib (fits mainmast track as well). Original Spinnaker. Original Yanbee (altered to fit roller gear). (N.B. includes piston hanks to convert Yanbee back to stay hoist). Compass. Local charts of South Coast and Solent. Dividers. Breton Plotter. Tide atlas. Autohelm compass guided self-steering unit. CQR main anchor chain & warp. Mooring lines & fenders. Spare jib sheets. Spinnaker pole. Spinnaker sheets. Mariner 28 long shaft outboard, steerable with cable controls & fuel tank and filling funnel. Auxiliary steering lever. Cooker, Pots & pans. Gas cylinder. Crockery & cutlery. Fire blanket. Fire extinguisher. New 120 amp hour Freedom sealed yacht battery. Tricolour M/H light & Lucas side lights. New M/H wind sensor. 4 brand new automatically inflating life jackets (in original unopened boxes). Freon operated fog signaller. 2 bilge pumps & long access pipes. Masthead float. 4 mattresses & cushions. Saloon carpet. Saloon box seat. Winch handles. Book of instructions & brochures. Floating line, horseshoe lifebelt in SS frame, drogue light & whistle. Mooring at Brighton, paid until 31/3/87. Some work needed, hence £13,750 ono.

Stuart Fisher, Huntswood House, St. Helena Lane, Streat, Nr. Hassocks, Sussex, BN6 8SD. Tel: (0273) 890088.

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