IROQUOIS OWNER'S ASSOCIATION

Winter 1992

Contents:-

Chairman’s Report
Treasuers Report
Letters
MOCRA Safety Committee
Curtains
For Sale
New Editor's Introduction
Comanche 32

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Chairman’s Report

It will probably come as no great surprise to anyone that the AGM did not produce the person to take my place. It’s a shame as I feel it is a missed opportunity, there is of course an element of work but it is all most interesting. We are not eternal and the standard can only go down, so can you all think of what you can put in to enhance the Iroquois Owners Association.

The situation is not all bad as at the AGM I met John Rolfe (who wishes to remain anonymous). The new cover is worked up and produced by him and he has been able to reproduce the Newsletter compendium freeing up the efforts of that generous duo, Reg Crampton and Pat Boyd who recently edited it.

It was generally agreed at the AGM that the new venue and date was a considerable improvement. The disadvantage is that it means more travelling for the East Coast contingent but I think the Southampton Boat Show has a great deal more to offer multihull owners. Thelma and I would like to thank the Star Hotel for their professional help and we have arranged for 1993 but will keep a wary eye on the situation.

Newsletters appeared to start around l967 so adding 25 years, 1992 was our Silver Jubilee. Accurate or not it was good for a toast proposed by Pat Boyd who amusingly told us of earlier happenings together with his experiences on "Pyewacket"(Trish didn’t shudder perceptively) and he rounded off with some comments on the boat from a brokers viewpoint. All most interesting and thank you Pat.

It was my pleasure to present a tankard to Doug Mackay for our yearly trophy for best newsletter article in 1991. An enjoyable story of an un-traumatic North Sea sail which explained how he did it and in my view, how it should be done. Please do let us hear of your experiences mundane as you may think they are. We are all sailing at different levels of understanding and often need to be reminded of basics.

Thanks to everyone who attended the AGM for us it was a very pleasant evening with friends who have common interests (perhaps not as common as John’s).

Although very proud of my son being appointed Editor of Yachting Monthly you will notice this issue of Newsletter has done nothing to try to upstage him.

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Treasuers Report

The finances are in a perfectly healthy state, and provided you all pay your dues will remain adequate which I think is what is needed.

I have recently started to pull the register together - a beast of a job. To pay for the covers John is hoping to attract some light advertising. This together with more up to date information means we need to hear from you if we haven’t got your correct details. Could I also ask that you notify us of change of circumstance, sale of boat, new owner, change of address etc.

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Letters

Dear Ken

Upon our return from Florida we found and enjoyed the Association’s summer newsletter. We brought our Apache, Dutch Yankee back to the Caribbean and she is presently layed up in Marathon Florida.

The trip was interesting in that we had very consistent head winds going South from San Diego to Panama in January. The El Nino current was universally blamed for this by all seafarers along the way. On the Caribbean side we visited San Andrea island and the Cayman Islands. We plan to visit the Bahamas next.

I read with interest the letter from Frank Ohlinger who bought an Apache with two 130 hp Turbo Volvos with outdrives. I looked at that boat at the Newport (California) boatshow around 1979. The boat then belonged to a Mr. Trane of Newport. He had bought the ship in England and sailed it to California. He then installed infernal (sic - Webmaster) combustion engines to be able to visit Catalina Island on windless weekends. The ship reportedly could do 17 knots on the engines. The ship was eventually donated to the University of California.

As you know, our "Dutch Yankee" has two pins reinforcing each leeboard slot. These pins are now permanently installed and hold the hull skin to the leeboard casing. One of the leeboards did hit a floating treetrunk off the coast of Costa Rica. The result was that the forward pin on which the board rotates tore through the wood and left the board loose in the slot. At Paradise Island, a very remote yachty stopover, we effected repairs using a stainless steel strap (see sketch). Iroqouis owners may find this solution useful as it permits hoisting the leeboard out using a halyard whilst in the water.

In Florida we removed both leeboards and found serious delamination happening. Presently the boards are drying out after which we will sand them down and encase them in fiberglass. This is a nasty job and we would love to hear about a better idea.

With best regards,
John B Roes

To Chris Hammond

Dear Chris,

We look forward to you both being this way. The sailing season extends considerably in the Solent by the Autumn equinox the water off Shoreham looks decidedly uninviting.

Thank you for your letter on the leeboard and I take your point about forces caused by grounding. It is most likely leeboard problems are caused by wrenching in soft mud or the like without the owner even realising it.

Assuming a grounding, it is not possible within the boards' construction to stop a 2½ ton boat nor is it even desirable. It is therefore necessary to arrange a fail safe mechanism which I suppose should be shear forced off locating bolts versus stress resistance of bracket/board fixing.

In a vertical direction the steel bracket must be superior to the existing just as proposed and there is no problem. Laterally the steel would be superior again on the pin location leaving the weak point between steel and board. If the locking pin snapped there is not a lot of room in the box for the board to move aft and in any case the lowering lanyard on deck would all prevent the board falling out, see the enclosed sketch.

If you have any reservations about this or ideas that may further disturb my grey matter I should be most grateful to hear.

Regards
Ken

To Paul Venton

Dear Paul,

It was nice to hear from you and hopefully Pow Wow is now back in the fold. I enclose an enrolment form together with a copy of our last Newsletter which tells you a bit about us.

Unless the seas are very short Pow Wow shouldn’t give you a lot of trouble surfing but obviously discretion is still the better part of valour.

I should be most interested in your opinion of the outboard difference and particularly the detail of the l5hp 4 stroke you adopt.

One of our members who has a Chandlery in Rye told me he is stocking the rivet bushes for the front windows. His name is Brian Keeler and his address is:

The Sandrock Chandlery,
Rye, Sussex

Dear Ken

You will find enclosed $14.00 U.S. for my 1993 membership.

Since I am always interested in reading about modifications other Iroquois owners have made, I am going to bore you with changes and additions that I have made. Some of the modifications were made to accommodate my physical limitations; I have Multiple Sclerosis which limits my mobility. Our boat, SAM, #289 is a Mk IIa.

My five foot two inch wife has to do all anchor handling, so we have both bow anchors (a CQR and a Danforth) permanently set up with chain and 200 feet of rode. The anchors are stowed on special mounts on each end of the forward beam. The mounts are fitted with rollers to aid deployment and retrieval.

A third anchor is always at ready on the stern rail with its rode led through a deck pipe into the port rear deck locker. It is quickly deployed when we want to nose up to a dock or the shore. It can also be used as an emergency brake.

The extra rear deck length of the Mk IIa allowed us enough space to build a s.s. rack to stow our inflatable dinghy. The down side is the dinghy tends to fill up with fenders, dock lines, bags of garbage and other cockpit overflow.

Why do so few boats come from the factory without midship mooring cleats? We mounted substantial ones just abaft the middle lifeline stanchion bases.

A bimini with a detachable dodger (windscreen) was added for sun and wind protection. We can’t detect any change in handling and it adds a few more handholds in the cockpit.

The main halyard is led to a winch mounted on the coachroof within reach of the cockpit. The first two reefs in the main are done by the continuous, single line system. These lines are serviced by the same winch as the main halyard. Rope clutches secure the three lines. We added a third set of reef points which we hope we never have to use. A set of lazyjacks control the main, when reefing and furling and is tensioned from the cockpit. The main sheet system we now use utilizes an endless sheet; when pulling on both lines the ratio is 3:1, when pulling on one line the ratio is 8:1.

We added a Famat roller furling/reefing unit with an internal halyard so there are no bearings to service or seize up. The 7 oz., 130% genoa we had made has a luff pad and is well reinforced on the leach and foot. This makes for a flat efficient sail even when reefed to eight rolls. When reefed the leech tension is controlled with barber haulers that run through blocks on the coachroof padeyes. The sail is cut high enough for us to see under it at all points of sail; to us, the extra safety factor of good visibility is worth a little loss of sail area. Using a 130% genoa allows for a good shape when deeply reefed but it does mean that light wind performance is compromised, so we have two spinnakers.

We control the tacks of our cruising spinnaker and reaching spinnaker with two tack lines run to blocks mounted on each bow thence run back to two small winches mounted in the cockpit. Both sails have dousing socks.

Inside, we converted the water bag lockers into solid water tanks for a total of 60 gallons. All windows, hatches and ports are screened. An inward swinging screen door protects the main hatch.

An Autohelm 2000 is our third crew member and is used on all points of sail and under all sea conditions that we have encountered (so far). We only disengage it when we approach a dock or anchorage. A VHF radio and a Loran complete our electronics.

The Yamaha 9.9 4-stroke outboard is steered by the rudders (of course) and sits deep enough in the water that it rarely cavitates.

We have travelled about 12,000 miles in SAM since we purchased it in 1987. Both centerboard pivot-pin holes have had to be rebuilt and we replaced the original pins with stainless steel ones. One original fiberglass rudder failed so we replaced both of them with wood ones skinned with glass.

Fair winds,
Lyle G Burke

Dear Lyle,

Thank you for your super letter but I was sad to hear of your problem.

I am enclosing a deck plan and would be most grateful if you could find time to perhaps site your stopper gear, winches, barber hauler and sheet layout. As I cannot reproduce in colour could I ask you to code your lines with 1:2:3 etc. dots.

As I read of your wife’s anchoring facilities it brought to mind a Norfolk Broads holiday with 4 children in a 50’ cruiser many years ago. I had rather rashly taken this boat down a 15’to 20’ creek in a strong cross wind but on the chart there seemed a turning head at the end. Realising there could be some difficulty I shared the problem with Thelma the necessity of a rope ashore to turn on etc. At the allotted time with eldest daughter, rope and responsibility she leapt ashore to a bollard like tree - but the rope was not attached to the boat.

At times of adversity Thelma sees the funny side to the extent of being incapable - I will spare you the drama that ensued but the three children left with me enjoyed it immensely.

Thanks again for your help.

Ken

To Paul Martin

Dear Paul,

Following our telephone conversation welcome to our Association and I enclose your Summer Newsletter. Whilst wishing to be helpful, as I have said many times, I am afraid my expertise on Mark 1’s is limited.

The Mark I in its time was "a short step for man but a leap forward for multihulls". Man couldn’t resist the urge to push it, some of the sail areas were enormous. Much of its efficiency came from lightness and hull shape and unfortunately several were sailed over. Undoubtedly the Mark l is more tender than the Mark 2. The standard original Mark I three quarter rig with high flying Yankee was a handy layout, you never used the Yankee in bad weather and a slab reefed main enabled deep reefing before it all became serious, dealing with this is much to do with thoroughly understanding and reefing efficiently and having said that, from my limited experience, they are much better than the Mark 2 in light airs.

As I said on the telephone the comparative descriptions in "Cruising Catamarans" 2nd Edition tell it all and if anyone knows Mike Ellison particularly after his 1966 Round Britain performance does. If you want another authorative opinion Pat Boyd’s "Catamarans in Close Up" is excellent particularly on the individual fitting out.

To Ian Adams

Dear Ian,

Thanks for your call, please send in your application for AGM.

Arun Sails address is Brooks Lane, Bosham, W. Sussex, PO18 8JU. For your information they recently offered the following 7mm furling forestay gear:

and were generally most helpful.

If your boat has the standard Mark I three quarter rig I enclose a copy of my letter to another member which is my understanding of the problem. As you know Seahorse made the original sails and Jeckell’s have done a lot. However the best bet is someone you can talk to locally like the firm I was trying to remember, Technique Sails, Deacon’s Boatyard, Burseledon, Southampton.

Please let me know what happens.

To Bill Bailey

Dear Bill,

Thanks for your call. I have amongst my limitations (a) I am slow on the uptake and (b) being a fan of yours rely on you knowing the answer.

Perhaps David Asdell saw something in what I said at our AGM as being contentious or critical of MOCRA. That would have been the last thing in my mind, during the last few years MOCRA has really moved forward. It will be a large challenge to find adequate replacements for any of the team. Hopefully this admiration does not preclude constructive criticism. I would certainly not like to see a status quo, it would be lack of appreciation to those who have produced what is so good.

As I said I can only think I gave David the wrong impression of something, perhaps my known healthy objection to E of the Safety Regulations. For what has been achieved I can live with this I felt that the input should be more for MOCRA members or multihull users. The average member could say ‘who acquires a boat that is not watertight etc.’ when we should be recommending boat test data, use of professional surveying or membership of marque, clubs, etc.

Given the wealth of good multihull designers I am sure our input as users (even if it’s critical) would be helpful to them. Which leads me to my last point. I do hope someone can be found to collate the vast amount of material on the last 25 years of development. It’s a fascinating story.

To Mark Tyou

Dear Mark,

Thank you for your interesting letter. As you say "Tan" (I believe her name was "Jan" - Webmaster) was originally known to me as "Thanks To". Many people will say "he lost his marbles" but I felt very privileged when Rob Denny invited me to be one of the very few who have sailed directly into the eye of the wind. Rob’s determination to deal with the challenges of the ingenious device, the capability of dealing with the problems and the tenacity to go back to the drawing board impressed me.

I write that to give you some idea of what modifications may have been carried out. There was one enormous hole through bridge deck and cabin top together with a supported tower above deck. The propeller power of course pulled and there seemed little need for leeboards, in fact I cannot remember them in the boat, but it would seem possible oversize skegs were necessary to direct the drive and stop any tendency to rotate. If the boat has oversized skegs they will emphasise any discrepancy between centres of effort and resistance requiring more lee and windward helm.

1993 should bring some interesting results and I wish you good sailing.

Yours sincerely,
Ken

Dear John,

I had a letter from Colin Innes who kindly offered to help on the feeder race for the July 24/5th Rally. Can I ask that you two liaise on what looks like the sort of event we need. I hope those attending this years meet will pencil this date in their diaries.

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MOCRA Safety Committee

With the main sailing season now coming to an end, signalled by the Southampton Boat Show and the MOCRA Dinner, it is worth our while giving some thought to any issues of safety - or its absence - of which we have become aware during the past year, and considering them in the context of our Safety at Sea Recommendations, which should also be reviewed constructively and annually, to ensure their continued progressive quality and relevance.

We have received numerous "murmers of approval" during the year in respect of our SASRECS, and I am certain that their quality is due to our reflecting the widest experience and judgement of multihull sailors, both within MOCRA and our Affiliate Groups, and in the wider sailing community worldwide. It is important that we identify the continuing and emerging safety problems and we should, in my view, continue to be radical in our search for effective solutions as well as ? in considering their adoption.

You will perhaps have noticed various magazine articles during the season on topics such as Man Overboard recovery, prevention of "coldshock", the hazards of gas explosions, the inadequacy of old radar reflectors, and so on ….. all topics addressed in our SASRECS. The RYA expects to publish later in the year a study on the ineffectiveness of yacht radar reflectors, and the RNLI again draw attention to the rising number of distress "services" to multihulls caused by engine failure.

A number of tragic accidents - and deaths - have occurred where gybing booms have fractured skulls and/or swept people overboard. People seam unwilling to consider wearing a form of head-protection similar to old-style racing cyclists’ helmets, although at least one racing crew is so equipped, so we might consider suggesting a foam-filled pad wrapped round our booms where it might connect with skulls in the cockpit.... like those fitted at the bottom of sailboard masts, but thicker. Is this a problem...? Are these possible solutions...?

The RORC continue to encourage use of the Lifesling as part of an effective Man Overboard recovery procedure, and the technique is now depicted in many almanacs and books. So also is the best means of prevention - an effective personal harness. The number of MOCRA boats which have neither "prevention" nor "cure" is embarrassing, and I recently had my ear bent by the owner of a racing Micro who objected to the modest IMMCA requirement simply to carry personal harnesses. He had subscribed at that point neither to MOCRA nor IMMCA, but still believed his view was worth listening to.

I also sailed offshore recently on a new 63-foot catamaran, in the company of a designer notorious for his thunderings on selected safety issues. Despite having several inexperienced people on board, including a young child running around wet decks at night, and despite having lost someone overboard at sea in the past, there was not a lifeline nor a harness available. He even refused the free loan of a liferaft, but was quick to criticise MOCRA for failing to consult his views fully in the past.

Are these extremists? Their ilk certainly tries to the limit the principal of "education being better than legislation".

The one major issue on which we seem to have made little progress is the question of "guidance on stability". While we have received a clear mandate from members at a recent AGM, and most are convinced we should offer such guidance on the use and abuse of multihull stability - of particular value to newcomers - there is still a school of thought that we should leave all that to the designers. Given the patchy record of abdication and error on safety issues by designers as a group, I remain convinced that MOCRA must step into the gap - as a matter of major relevance to our members - and initiate an effective form of Guideline which can be used beneficially by all, without disadvantage or discrimination against anyone or his boat.

Succinctly, while I do not believe in labelling boats as "tippy" I do feel there is merit in indicating where the limit of stability is likely to be reached and also when one has entered an agreed margin of stability before the limit, where a strong gust and/or wave lurch may be sufficient to exceed the righting moment of the boat.

Yes, there are complexities and there are situations for which one cannot prescribe. Yes, we should seek to use the experience of the Users’ Group and the designer. No, we should not continue to abdicate.

I suggest that we seek to establish the concept of Zones of Stability, which would describe:

• A "Red" or Dangerous Zone - where the capsizing moment is likely to be achieved
• An "Amber" or Marginal Zone - where the capsizing moment could be reached by gusts/waves
• A "Green" or Stable Zone - where the capsizing moment is most unlikely to be achieved

Clearly, if skippers are helped to be aware of when they enter their Margin or "Amber" Zone, they will be cued to consider reefing and sailing more attentively. We do not intend to stipulate when to reef.

In practice, for each boat and each principal sail configuration, we determine by reference to the appropriate Users’ Group and designer that windspeed which corresponds to the capsizing / maximum righting moment - which we may agree is the "hull-lifting" situation. That is the start of the "Red" or Dangerous Zone.

We next calculate an agreed portion of that above, based on expert advice. For example, Alan Watts the Yachting Meteorologist writes that "in most wind fields, gusts will exceed the mean by up to 50 per cent." Richard Woods feels that a 20 per cent margin will usually be sufficient. We might agree as a Committee, for example, to calculate what windspeed corresponds to 75 per cent of that needed for "hull-lifting" to establish the lower limit of the Marginal or "Amber" Zone. We would also advise that wilder conditions need wider margins.

Thus, for a cat "SummerSalt" whose owner determines from the designer/Owners’Group that, for a given load/displacement and full main/genoa, she will just lift a hull at 32kts then that owner knows his stability Margin or "Amber" Zone starts at 24kts Apparent Wind.

Once we have skippers aware of their Margin Limits and thinking accordingly, we can refine the process as necessary. Boats known to be "tippy" may have a wider margin suggested by their Owners’ Group. For downwind sailing we may decide to use Apparent Wind plus Boat Speed. The important issue is to adopt a standard process and terminology which everyone can use, and which everyone can adjust to their own particular boat and type of sailing.

This reflects the process by which outer limits are established by test pilots for aircraft, then inner limits for normal use are established by the experienced operators - pilots knowing where the margins are!

I’d like to think we could come to concensus on this issue, and move torward to its implementation, with the assistance of Owners’ Groups and involved designers. Could you kindly come back to me - preferably by end October - with your views on this and any other topic on which you have strong views?

Yours aye,
Bill Bailey

A footnote, but I do not know who to attribute it to - Webmaster

I still favour your calculator device - and see the above as an "essential first step" in securing a workable cooncensus.

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Curtains

I long pondered how to fit curtains to Antares without them looking unsightly and hanging out into the cabin. I finally settled on the solution outlined above. The chromed water pipe doesn’t come particularly cheaply but the finished result is quite pleasing and functional.

I have used the same system on every window in Antares with minor modification depending on the location. On a chilly, early spring or late autumn evening the curtains certainly make the cabin seem warmer than it probably is.

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For Sale

The pressure has finally got to me from these two long standing members - there is however no warranty - Ed

Dear Ken

Wouldn’t it be possible to advertise my engine for sale in the September IOA Newsletter? If so, what I want to say is:

FOR SALE - 1980 JOHNSON 25 OUTBOARD, ULTRA LONG SHAFT, ELECTRIC START, ELECTRONIC IGNITION, CONTROL BOX AND CABLES, MANY SPARES. GOOD RUNNING, WELL MAINTAINED, £450. TELEPHONE … (supplied - Webmaster)

No, I’m not giving up, just upgrading our engine to the Yamaha 9.9. The Johnson has been a trusted member of the crew for the last 7 seasons and I’ll be sorry to see it go.

Very best regards to you and Thelma.

Yours sincerely
Doug Mackay

Catina - £15,000. Iroquois MK II 1968 British reg Colchester 1969. 337635

This is the first MK II built to high standard and is still in excellent condition. Kept afloat at POROS one hour hydrofoil from Athens. Professionally maintained. Antifouled yearly. All necessary equipment aboard for six people: Life jackets - Harnesses - Blankets - Sheets - Pillows - Plates - Dishes - Cutlery - Pots and Pans - Glasses etc. Each hull has electric bilge pump. Heads handpump, shower and seatoilet.

Interior could do with a renovation. Owner has sailed extensively throughout the Aegean & Turkey and considers the boat ideal for this area and well equipped for all eventualities.

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New Editor's Introduction

Dear Readers/Members

May I take this opportunity to introduce myself in this issue, which is the last one to be produced under the by-line of our Association chairmen Mr Ken Pack, who has managed to finally off load the job of editor to someone foolish enough to attempt to follow a class act!

My name is John Rolfe and it’s the last time I’ll attend a AGM without a bodyguard! Still, I do the best I can, given the circumstances, of having no sailing ability, nor having mastered the joined-up writing.

As you can see, we have introduced a new cover for the winter issue, this has been made possible by the appearance, for I believe the first time in the newsletter, of paid advertisements. I do not have any idea if the concept of going commercials will offend whose who prefer their newsletter unsullied by such copy, but if we had not accepted these into our magazine, we could not have afforded to print this new style of cover. As it is, we have been able to reformat, without drain on Association funds. In addition we intend to bring out later issues with ring binder style binding enabling us to offer proper folders to contain and protect your Association magazine. These will be reported on in the spring issue.

No magazine however can flourish without regular contributions and this is where you can help. I need HELP and intend to blackmail all who do not assist by starting a gossip column of the most scurrilous type revealing to all our readers the most private personal details, using the time honoured methods of the Gutter Press, i.e. making it all up! You have been warned, I expect letters and articles by the mail sack load.

We have some news of a projected joint fun race projected for next years Newtown rally, this is on page 3, replacing the rather tasteful photographic study of our very own lady Treasurer, Thelma, which was spiked at the last minute by our less than broadminded chairman.

Enjoy your sailing!
John Rolfe

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Comanche 32

The following description of the Comanche 32 appeared on the back of the boat list that was published at the same time as this newsletter. In the interests of saving space the text appears below, and only the diagrams are shown in an image file - Webmaster

Designed essentially as a family cruiser the COMANCHE 32 is a natural progression from the drawing board of Rod Macalpine-Downie and fills a want between the IROQUOIS 30 and the CHEROKEE 35.

The noticeable differences are immediately apparent in the deep powerful hulls which apart from the additional extra accommodation greatly increases the load carrying capacity. The decision to use keels as standard production not only gives further space in the hulls than otherwise with tipping boards, and for the owner who desires further increased sailing performance keels, with integral tipping boards, are available. This, together with a taller rig, with increased sail area and other technical data offered by Reg White and his associates, can be offered to the owner desiring to pit his skills in the racing field against all-comers.

The standard interior is finished in teak and considerable thought has been given to the accommodation layout with the result that adequate saloon and sleeping areas are available with galley, toilet and chart table arrangements skillfully combining in the ultimate feeling of luxurious comfort and efficiency.

The large windows give all-round visibility and further light has been added by the use of two large Gebo hatches in the cabin roof, although the primary reason for their inclusion being the decision that convected ventilation is far more efficient than opening windows.

Adequate space has been provided in the large cockpit and a moulded engine box provides accommodation for optional retracting outboard engine or diesel engine providing power to twin hydraulic drives. With the wheel steering mounted above the engine box and winches to hand an efficient working cockpit is completed.

Protection from adverse weather is provided as an extra by the use of a well designed cockpit canopy with moulded coaming incorporated on the cabin roof.

COMANCHE 32 is available in part complete stages and a special deluxe version, including many extras, is available to special order.

For those desiring complete shelter from the elements, an additional doghouse has been designed, giving increased headroom to 6' 3" throughout that area.

As you can see from the diagram the technical specification is illegible, but looking at my copy under a magnifying glass I think I can make out the following:

• LOA - 32ft 3in
• LWL - 29ft 8in(?)
• Beam overall - 13ft 10in
• Draft (hull only) - 3ft 2in
• Draft (centreboard down) - 4ft 8in
• Mast height - 38ft 3in
• Mast height above waterline - 44ft 10in
• Total sail area - 443ft sq(?)
• Designed - R Macalpine Downie
• First boat launched - January 1978(?)

I must say that it is all very indistinct, and should definitely not be treated as definitive. The lines marked (?) are even less clear. If anyone has a better quality copy with legible technical details could they let me have a copy please? - Webmaster.

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