Editor’s Ramblings
Welcome to new members
Two Bears Summer Cruise 99
Hoya Round the Island Race
Last Cruise
Skegs - keep them or remove them?
Letters
For Sale
Contact Details
Firstly I must apologize to those of you that didn’t receive the notice of my resignation, I know not all of you received this not because of any deliberate intention to keep the news from you, just that I ran out of stamps and put your letters in a safe place and only found them the other day.
You’ll all be pleased know you now have a new editor, David Lewis who owns mkii 84 ‘Pen y Mordau’ based at Langstone. I hope you will give him the same support and encouragement that you have given me over the last couple of years, and as always he will need articles, you can sample some of David’s work in this issue. Personally I wish him all the best and that he enjoys the job as much as I did.
My personal plans have changed a bit since I last wrote to you. After a lot of deliberation we have decided not to move to the states. We are currently in the process of selling our house which is a rather modern box like affair and are hoping to buy a house that is a little older and needs plenty of work.
So that I can concentrate my mind on the house (“the sooner I finish the house the quicker I can go sailing”, so Jane say’s) we have sold Jan, her new owners are Vic and Janis Mason (note the name). They like quite a few members have traded up from a Hirrondel. I’m sure I will miss her when I’m up to my eyes in brick dust, but with my new job, the ages of the kids and house renovation it seems to be a logical point at which to take a few years break from boat ownership. As to what I’d have next, I’d like to try something different and as always much of the choice will be limited by money, I expect for all round value the Iroquois will be very hard to bet.
On a house keeping issue can I ask to complete the subscription form and return it along with your fees to Vicky promptly.
Lastly I’d like to wish all of you the best of luck as you sail off into the new millennium.
Tim
Stuart Finch - Mkii Johnathan Seagull, has Just sailed back from British Virgin Islands for a refit and plans to be back in the Caribbean for 2003
Vic & Janis Mason - Mkii Jan #296
Once again we are back home after our summering Greece, we left the boat in Marina Kalaimata once again at the same price as last year of about £700.50. for the year, the price is not a great deal more than the 7 month price, when we left the exchange rate was still good but has now started to go down! Last year if you remember we were their first paying customer, the harbour having been built some five years ago but never quite finished until this private company took it over. When we arrived back in May they had worked very hard over the winter and had, made vast improvements. Besides clean toilets and hot showers, washing machines, tumble dryers, the marina has been totally en-closed and there are trees shrubs and flower gardens cared for by a Gardener. There are shops on site offering a number of services, with a cafe' bar up top on the roof with a wonderful view of the Gulf of Messina.
Kalarnata is the second largest city in the Peloppenes, not really touristic more a Greek holiday resort. The people are friendly and help full last year when we had to wait for our new engine to arrive from the U.K. we spent a lot of time in the marina so getting to know some local Greek yachtsmen, we joined the Kalamata sailing club and joined them in social events! So soon after our arrival in May this year we were asked to join them on a weekend race, so we quickly Anti-Fouled and polished “Two Bears" got her craned in and we were ready to go. We had a very enjoyable weekend they made us feel very welcome, more was to follow. The Government it seemed had sponsored a week long race from Monenvasia in the Saronic gulf of eastern Greece, in the Aegean sea. After some careful consideration we, decided to go early giving ourselves three weeks to explore and cruise around the area before the start of the race back to Kalarnata staffing on June 27th we saw very few other yacht as most boats seem to go through the Corinth canal rather than go around the three great capes of the southern Pelopennese where the sea is notoriously rough. However we were lucky and we spent days anchored in a beautiful bay with blue water and sandy beaches for swimming on the small island of Elafonisos on the south eastern tip of the Gulf of Lakonikos where Turtles breed, I was lucky and saw one!
The Saronik Gulf is said to be less windy than other places in the Aegean sea however we spent about two weeks their and the Navtex gave us many gale warnings. The harbour at Monerrivasia has been in the process of being built for some years it is not really very safe especially when the meltemi blows! A few miles further north is a charming natural harbour called leraka, it is very difficult to see it is well hidden in this mountainous coast fine, apparently Princess Diana and Dodi Alfahyed had enjoyed the privacy tucked away in this tiny place.
We returned to Monernvasia several days before the start of the race as we had yet to explore the ancient city across the causeway, we set of on the two miles trek early before it got too hot, we found it fascinating as not too much restoration has been carried out you can let your mind wander to the many bloody battles of ancient times as it is a natural fortress with sheer mountainous rocks rising from the sea. It was great when the other boats from Kalainata arrived , that evening we were invited to a reception at a lovely hotel over looking the bay there were many speeches and wine and a buffet supper, this was to be the first of many such events which took place at the end of each leg of the race, there was a carnival atmosphere with flags decorating the harbours, bands playing and traditional Greek dancing attended by local dignitaries, Terry and I were made to feel very welcome by these friendly people.
Being the only catamaran we were not actually included in the results of the race, but we were presented with certificates, given bottles of wine and a lovely wall plaque. We stayed for about a week in Kalarnata at the end of the race and of course The Kalarnata Sailing club had a final celebration a feast with local entertainment of music and dancing into the night, We had decided to return to the lonion and took a leisurely trip up to Nidri but much to our disappointment all our old friends seemed to have left , some had gone home however it was nice to anchor in some of our old favourite bays of course we got friendly with Britts who we did not actually know but who remembered seeing "Two Bears” in previous years, enjoying BBQ'S together, exchanging news and of course hearing some sad tales of difficulties and problems, making us realise how lucky we have been avoiding such catastrophes through the eight years we have cruised the summer months! We returned to base towards the end of August, no visitors at all this year as there were a lot of weddings happening. We had been late leaving England this year as Terry had given away his only daughter Virginia- Ann to Robert on the 16th of May it was a happy occasion and the weather was fine. Two of our sons had gone on extended leave to Australia. Matthew got engaged to Charmian in Melbourne her home town, the wedding is there next August, so we plan to take a six week trip down under next year! That is three married and four to go "Two Bears” got lifted out on 30th of August as we had decided to do some long overdue maintenance jobs, the rudders needed some attention as there was some play on them. I painted out All the lockers and varnished some of the interior. We kept ourselves busy until it was time to fly home at the end of September from Athens by 'Easy Jef' to Luton, the weather in Greece had been wet and thundery for most of September but it made things much cooler for working, so different from last year when we only had rain for about five minutes on one day, and there were terrible fires raging for weeks in the mountains through the Olive groves!
We have decided to put "Two Bears" up for Sale, we have had her for ten wonderful years and traveled to so many interesting places, our plans for next year are to bring her back to the south of France Via Sicily, Malta, and Sardinia, some of the legs maybe of several days, so if any of you sailors have a couple of weeks to spare and would like a Mediterranean cruise please phone us as soon as possible! The following year if we are still the proud owners we shall have the mast stepped and come back through the canals to Holland. But that is along time away and who knows what lies ahead.
Angela & Terry Moody
Two Bears, Comanche #34
This season saw our first venture into racing when we entered the Hoya Round the Island race this summer. For those who haven’t been involved in the RTI race, the rules are quite simple – round the Isle of Wight, starting and finishing off Cowes, leaving the Needles lighthouse, Bembridge Ledge buoy, No Man’s Land Fort and of course the island all to port. Around 1500 boats entered the race, with the starts staggered at 10 minute intervals over a period of two hours. All the multihulls are allocated to the first start, presumably to get us out of the way in case the first leg is a beat.
Friday evening saw us sailing from Langstone Harbour to Cowes in a pleasant easterly, giving us the chance to familiarise ourselves with our recently purchased spinnaker. Friday night we were rafted up about eight deep on the piles just south of Cowes Yacht Haven, and after giving our neighbours due warning that we would be away at 7:30 at the latest since we were in the first start, we all repaired to The Duke of York for a few beers.
Saturday morning dawned with a fresh SE 4/5, ideal conditions for the start as there was foul tide over the start line for the first half hour or so. A following wind meant that the starts would all get away cleanly, with no beating over the start line against wind and tide. Although many boats were still moored up, it still seemed as though the entire Solent fleet was on the water and milling around the start area. Trying to keep out of everyone’s way and staying in the empty patches of water, we found ourselves at the back of our fleet, crossing the start some 5 minutes after everyone else.
After successfully crossing the start line we celebrated with a cup of tea, then thought about flying the spinnaker. This time we were slightly more organised, and it only took us a quarter of an hour before we too were flying along, and starting to overhaul the fleet. Approaching Newtown creek the wind was dropping, and the big monohulls in the second and third starts were catching up, and for almost an hour we all drifted along in formation towards Yarmouth. At this point we all headed up slightly and dropped spinnakers, and approaching the Needles boats started converging to the turning point. Given the early start the tide was still high, and most skippers decided to cut across the ledge inshore of the wreck of the Varvassi.
Passing the Needles lighthouse, the boats outside of us tacked onto starboard, forcing us to tack rather closer in to the rocks than we would have liked. It was at this point that our troubles really started, since on starboard we were closing with the rocks, but when we tacked onto port we found ourselves having to give way to boats bearing down on starboard. And all the time the tide was pushing us back to where we had come from. The photograph shows Pen-y-Mor Dau still trapped in close to the rocks over half an hour after rounding the lighthouse (you can just make out the masthead float near the right of the picture).
We persevered for almost an hour in total before finding a way out, escaping with only our nerves shattered, unlike a boat near us also trying to escape from the rocks. She chose not to give way to a boat bearing down on starboard, and took an enormous hit from the stand-on boat.
We now started a long beat in a fresh SSW 4/5 down the south-west side of the island to St Catherine’s Point. This was probably the best sailing of the day, with Pen-y-Mor Dau holding her own well against the monohulls. We were able to point as high, and sail as fast, and for long periods of time we stayed in formation with larger boats.
Rounding St Catherine’s Point meant that we were able to sail slightly more free. Perhaps if we had gone further from the shore the wind would have been more on the beam, and stronger, as we were affected by the wind rising up over the cliffs leaving us in a calm area. But further offshore there were strong overfalls, and the few brave souls who ventured out there seemed to be having a rough time of it. However we were now gaining on most other boats, so we chose to stay in smoother water.
Rounding Dunnose the wind veered slightly, coming round more southerly. We were able to fly the spinnaker for the second time, continuing to gain ground and recover some of the places we had lost at the Needles. Across Sandown Bay the wind continued to veer to SW 4/5, and freshened as we rounded Bembridge Ledge buoy. Dropping the spinnaker the wind was on the beam as we headed for No Man’s Land Fort. We experienced the strongest wind of the day here, with up to 24 kt of apparent wind. Normally this would be enough to put one reef in the main, but we were now in the groove and weren’t going to give anything away. So with a careful hand ready to release the mainsheet we pressed on.
Approaching the fort it was apparent that many boats were tacking as soon as they passed the obstruction, heading for shallower water out of the tidal stream. Not wanting to repeat our experience at the Needles of being forced in to the shore, we chose to stay on the outside of the fleet past the fort, tacking only when well clear of everything. The wind was now dropping slightly, blowing WSW 3-4, giving us a long beat up the Eastern Solent towards the setting sun. This was the leg where accidents could occur, as everyone was tired and concentration started to waver, and keeping a good lookout was very important.
As we approached Cowes all the boats started converging to cross the finish line, and once again there was high drama as everyone was tacking to cross the line between the outer markers. We were on port, hard on the wind and just clearing the outer mark, when a boat came flying down on starboard and tacked right in front of us. A quick dive behind her, a welcome gust of wind, and we were across the finish line with a time of 12:23:42. Congratulations all round before rapidly heading for Cowes to find a mooring, make our declaration, and find a pub.
All in all, an excellent day, and many congratulations to the organisers, the Island Sailing Club, for their outstanding organisation. When the results were published we were very pleased and privileged to find that we had won the Iroquois Sovereign, although as we were the only Iroquois to finish I can’t say that it was that much of an achievement. We did see JOY FELINE on the first leg in the Western Solent, but unfortunately she retired.
How about a larger Iroquois entry next year? The ISC is planning their biggest event yet, with 2000 entries, so there should be room for us all. If anyone is interested, either contact me on 01730 267623, or call the ISC direct on 01983 296911, or visit their website on http://www.islandsc.org.uk.
Dave Lewis,
Pen-y-Mor Dau, Iroquois #84
As you will all know by now I have some what sadly sold Jan, this coupled with a very hectic years work (which I hope will go completely unnoticed at around the time you should have received this) lead me to taking two weeks off to go sailing at any cost. We had spent the last 3 years working on Jan, and although we had sailed her a fair amount most, of it was just day sailing. I was determined to spend a full two weeks “Living” aboard.
So the plan was to toddle of down to the west country the week before the eclipse, have a better look around Falmouth and revisit a few places along the way. For the trip down I had two friends Caroline and Frank joining me and the plan was to slip the mooring Friday afternoon and catch the last of the tide out through Hurst narrows. But with all the best plans we were late not massively but the wind gods didn’t want to play the game either. We finally picked up a bouy in Yarmouth roads at around 20.30 with the amended plan to get a good nights sleep and leave at first light. After a good meal, wine and some single malt Frank had thoughtfully stowed amongst the numerous bags he had brought along for the trip. In fact it has to be put on record that he brought nearly twice as much as Caroline! Early was going to be very early, in fact 4.30, so after a few hours of good sound sleep I was rather miffed to awake to find we were in one of the forecast fog patches, dense fog would have been a better description as I couldn’t see to the top of the mast from my bunk. Now Caroline and Frank have done a reasonable amount of sailing in some very nice parts of the world but at this early hour of the morning they were looking to me for plan C, I think a little to their surprise and relief I said the most seaman like thing would be to go back to bed and see what it would be like in a couple of hours. Which as it happens was absolutely no better. After breakfast the fog was still pretty thick and with little or no wind we opted for a trip ashore.
The sun was burning off the fog pretty well by late morning, and was turning out pleasantly warm. With still a couple of hours to go before high water it was time for a swim, this is one of things that goes to making my perfect sailing day I just love diving of the cabin roof and swimming around admiring my boat from all angles. By lunch time the breeze was picking up and the Solent was filling with sailing boats of all shapes and sizes. Frank and Caroline were itching to get out there and join in. I was too but I new we would pay for it later when we reached Portland hours to soon, but what the hell at least we’d be sailing.
After a lovely beat out past the Needles it was hard on towards Studland Bay, with the apparent wind at 12-15 knots (which is just fine by me). My rough plan was to stay within site of land until just before low water then start heading on out to clear Portland by at least 5 miles this I reckoned would happen somewhere around Anvil Point. As we started to head south it was pay back time we just sailed into a wall of fog, little did we realize then that the next thing we would see would be the Dartmouth Coast line at first light the next day. Very quickly visibility was reduced to almost nil. At this point (around 7.30pm) we were still sailing at around 3 knots. I knew it wouldn’t last but I felt we should make the most of it because at least we could hear what might be bearing down on us. We settled on a hourly watch system, I normally like two hour watches but the fog seems to tire you very quickly, so we had one hour on the helm, then standby for one hour(an extra pair of ears) then off for one hour. This was the pattern for the rest of the night, we had to motor from about dusk until we reached our destination. And yes we did go backwards for one hour and not far of stationary for two more. The revised plan was to head for Bigbury Bay, Jane’s parents live in a house on the cliff’s overlooking the entrance to Bantham, I could borough their car and drop Frank and Caroline at Plymouth train station.
I spent Monday on the beach in Bantham harbour catching up with all those little jobs that seem to need doing and gave her a good shrub top to bottom.
Tuesday, it was time to head further west. I wanted get to Falmouth I had been there for a weeks racing four or five years before but hadn’t had a chance to explore. Sailing on my own, I planed a over night stop at Fowey, the forecast was for light variable winds, so I headed out as soon as the tide allowed. A light SW breeze filed in as the Plymouth break water came into view, I could manage about 3-4 knots in the puffs, which I know is not much but it beets motoring. Coming up to Rame head there was a fleet of classic boats , sizes ranged from 20’ to about 75’ all under sail. This was a stunning site, but as we creeped along the Cornish coast, I was getting increasingly frustrated, as although I was overhauling most of the smaller ones there were a group at the head of the fleet that I really was struggling to catch. It wasn’t until we passed Looe Island, buy which time I had moved much closer (to get in the same wind as them) that I twigged what was going on! They had every scrap of sail hoisted including the ‘Iron topsail’. With my pride restored I could settle down and watch the rugged coast line pass by rather than stare at the ‘tell tales’.
As I entered Fowey with my motor sailing companions, I was soon to realise that I’d come at the start of Fowey classics. All the bouys and pontoons opposite the town were reserved. The Harbour master kindly directed me to a pontoon around the corner opposite the first loading bay (Fowey is the largest china clay exporter in the country) . There was one space left and after a quick lap to reccy my spot I ferry glided in, and with a very satisfied ‘Thank You’ I handed my bow line to the chap from the boat in front and as casually as possible stepped onto the pontoon. Don’t you just love it when it goes like that..? After a quick tidy up it was off to town, it really was bustling with sailors and if you’ve never been it really is worth a visit, with good pubs, restaurants and a few small shops for provisions.
Wednesday the forecast was for S 4-5 with heavy showers and the possibility of 6 in the showers. After a quick breakfast, making a packed lunch and a flask of coffee I was ready to go sailing! As I motored down river I hoisted the main with the first reef in. It was just starting to rain, and although it didn’t look to bad out there it’s easy to put one and then let it out rather than the other way round. Fowey has a Southerly facing entrance so it can be quite bumpy in any kind of southerly wind and today was no exception. As soon as I cleared the shelter of the entrance the wind speed shot to 25 knots apparent and we began to plough our way through the short step seas the average height looked to be around 5-6 feet but every so often there would be one quiet considerably larger one that we really did just fall of the back of, time for the second reef! With that tucked in I settled down to getting a bit of room between me and Dodman Point which was somewhere a head of me, visibility was down to a couple of miles and beginning to really chuck it down. This didn’t bother me, I was rather looking forward to a good down poor as I’d had brought some new ‘wets’ nearly a season and a half ago and had yet to really christen them.
On a trip like this, sailing on my own I tend to write a few useful notes and bearings on ‘Post-it-Notes’ and stick them on the inside of the doors. As we neared Dodman Point the wind started to ease and in fairly quick succession I unrolled the rest of the Genoa and then both reefs in the main. Things were not looking to good as I scanned the horizon I could see several boats motor sailing towards me from Falmouth we were down to about 3 knots and the waves were still pretty short and step. At the point we altered coarse for Falmouth the engine came on and the sails stowed, the sea causing them to make that horrid jarring slapping noise. Pace was slow but at least that dreadful noise had ceased. As we closed on Saint Anthony Head the breeze filled in again and we could peacefully run on in. The Town quay was looking very crowded so I settled for Port Penndennis which although five pounds more expensive than the Key the facilities were very good and they also have copies of the short and long range forecast that you can take away which I found very useful indeed.
Thursday I planed to take the sort sail up to Restronguet Creek and the Pandora Inn which several people had recommended to me. It has it’s own pontoon which is accessible around 3 hours either side of HW and is free overnight if you eat in the restaurant or six pounds if you like me drink and eat at the bar.
I cast of the pontoon and headed out, it was a bright sunny day with a perfect 15+ knot SW breeze and there was no way I was just going to ease sheets and run down to my destination. Strange though it may seem to some of you I actually enjoy going to windward. So I thought I’d just sail up to and round Black Rock which lies in the middle of the entrance to Falmouth harbour, but being less than a mile away it didn’t take long and it was truly one of those cracking days so I thought ‘hey I’m on holiday I can do what I want’ lets go to the Pandora tomorrow and made tracks for the Helford river.
The Helford river lies to the SW of Falmouth harbour approximately 4 miles away on the other side of Falmouth bay. Again another place I had not visited before but had read much about, having good Pubs, peaceful surroundings and good shelter in anything except easterlies. Holding is generally good and there are plenty of visitors bouys although it gets pretty crowded at weekends. Ashore there are plenty of pretty little stone cottages and pleasant after dinner walks.
Friday morning I awoke to grey skies and the weather man promising Fresh SE winds and rain. I left around mid morning, once clear of the visitors moorings I set full sail for the beat out of the river. Big wind shifts provided a little entertainment for the 5 or 6 of us that were crossing tacks on the way out but once clear of August rock it was a nice brisk reach across Falmouth bay and into Carrick road. The Pandora Inn is nestled into the hill side and was looking very inviting as the rain poured down. I quickly made fast and headed in to sample there offerings and wait out the rain. There are more lovely walks and as with much of the west country steeped in history.
Saturday, and I was heading up to Truro to collect an old school friend, Mikey from the station later that night. I managed to sail as far as the King Harry passage were the chain ferry is before motoring the rest of the way. The dense woods come right down to the water line and make this a very picturesque trip until you are thrust back into reality on the out skirts of Truro, which although no worse than any other town the sudden contrast between peaceful countryside and sprawling houses and shops is rather a shock. Having said this if you want to shop then you can’t get your boat much closer than in Truro with the main shops the other side of the road bridge which at its furthest is 100 yards away and a Tesco’s store right on the quay side. It dries out completely and is only accessible for 2 hours either side of HW. I would recommend checking with the harbour master before you rush of to the shops as there are some deep gorges in the mud and you could end up spending the night sleeping on your ear.
Sunday morning started off with a little high cloud but soon cleared to give us a fine day. The mud wasn’t going to release us from its grip until lunch time, which gave a nice lazy start to the day. We wiggled our way out down the river Fal and into Carrick road where we were met with a light SW and joined the crowds. We decided to go back to the Helford river as every were else seemed to close on such a nice sailing day. Once clear of Black Rock we hove to and got the fishing rod out. We were only after macrheal but its a running joke between us. I cart this old rod and reel around the Solent year after year but have only ever court one macheral so I’m not sure who was more surprised us or the poor fish because within a couple of seconds of dropping the feathers over the side I had hooked one. We thought this must be some kind of fluke so thinking that one wasn’t enough for the 2 of us and if it was no fluke we would catch some more I put him back. We did in fact catch a total of 10 of the which the first was by far the largest so they all got to ‘fight’ another day. We both had a double each which had us both rolling around with delight while the other tried to grab one of the fish and remove the hook while the other fish would flap like mad causing the remaining 4 hooks to flail around. Being Sunday the Helford river was pretty full and we made hasty tracks to the pub (just in case they ran out of food you understand).
Monday the forecast was for light variable winds and with nearly 20 miles back to Fowey we left soon after breakfast. We were planning to meet up for the eclipse rally in Plymouth so had to head back. The trip to Fowey was pretty uneventful and reasonably slow until we were about 2 miles from Fowey when we had another heavy weight classic going our away. It again seemed to take ages to catch and pass her but I could see no sign of the engine running I was sure we should have overhauled them quicker. Once in the harbour we tied along side the short stay pontoon to fill up the water tank. While I popped over to the harbour masters office to check the weather forecast the owner of the classic came along side and expressed his amazement to Mickey at how fast we had caught and over taken him especial as he had had his engine on!
Tuesday was grey, with a light SE breeze, we headed out soon after breakfast with a fair number of other boats. Most were off west, I assumed to Falmouth which would be directly in the path of the eclipse so would get a full two minutes of totality. We on the other hand were of to Plymouth, for the MOCRA eclipse rally being hosted at Pip Paterson’s yard (Also known as the Multihull Centre). Being tidal we couldn’t get in until after 16.00 so were in no great rush, but as usual there’s always someone to be over taken. This time it was 50’ modern schooner thing but as normal it had its engine running along with a rather impressive display of sail.
We followed the coast fairly closely and being a Solent sailor it always amazes me how close you can sail to the land, and there’s always someone closer than me! We dropped anchor in Cawsand bay soon after lunch, with a quick swim before a trip ashore. Later in the afternoon we were joined by Richard, Angela, David, Dan and John aboard Catalena. It was soon time to head off and wiggle our way up to Pips yard. We moored ahead of what I can only describe as a very sexy looking 12 metre Dazcat, designed and built by Darren Newton and his team this was a most impressive boat. After having a good look around both above and below decks I was most definitely in love.
With five members boats at the rally it was looking more like a IOA rally. We gathered that evening in the local Football club function room for a night of frantic boat talk, food and drink. Jane and Jacob had driven down from Jane’s parents house in Bigbury to spend 2 nights and the eclipse day with us on board. Jacob is at the age were he really is beginning to enjoy beginning on the boat, he has his own bunk (the port bow one) with lee cloth.
Wednesday dawned rather cloudy (as I had expected to be honest) we had to get away from the yard early, and we all headed for Cawsand bay were we rafted up with Catalena holding 7 boats, 6 cat’s and one tri. The raft allowed everyone to explore each other boats, it never ceases to amaze me how different each boat is and how people have adapted them to meet there own personal requirements.
While the morning went by the numbers on the water increased quite dramatically, along with a fair number of people sitting out on the hill over looking the bay. As the time got closer to the total eclipse it started to get very dull it felt most odd. Totality was at 11:12:50 and was due to lasted for one minute 40 seconds. My most vivid memory was of the line of darkness that swept over the hills and then across the bay and later the reverse with the line of light. Every boat on the water switched on their navigation lights and I’m sure its the most boats that have been on the water at ‘night’ at anyone time. Once day light had come back we soon headed ashore for lunch, chips and beer. By mid afternoon the raft split and headed back to Pip’s yard, most people opted to go straight back under power in the light breeze. Jane and Jacob were taking a late afternoon nap so Mikey and I opted for a quick sail around the outside of the breakwater Jane and Jacob sleepped through all the tacking and spinnaker hoisting and only awoke when we put the engine on as we entered the Tamar. We spent the night listening to a good band and drinking beer in a Marquee on the edge of the village and at around 22.30 we stood out on the hill and watched the fire work display on the Barbican. We all turned in fairly early as those that wanted to getaway needed to leave by 07.30 at the latest to ensure they didn’t get stranded, I had to get Mickey to the station for 06.00!
Thursday turned out to be the day we should have had the eclipse, with clear skies and the promise of a sea breeze. I was heading round to Bantham and although it was rather a slow start but once clear of the break water the breeze began to fill quite nicely from the SE and as I headed into Bigbury bay we were getting 20 knots apparent which with our small genoa and full main is just about perfect. As I approached the entrance to the east of Burough Island I decided to hove to and try for a few Mackarel, I had arranged to meet Catalena and there was talk of a B-B-Q so I thought some fresh fish would be perfect. You can only enter around 1 hour either side of HW so I had a few hours to kill. Almost immediately I had a pair on and with one pair of hands to recover, and unhook a them it was interesting. I soon had 12 good size fish in my bucket and a boat smelling like a trawler. I headed in and anchored just of the beach next to Catalena. Like the true hunter gather headed up the hill to show my catch to my family (well borrow a decent chopping board and knife). Due to logistics the B-B-Q was delayed until the following to day, once we had got the Boats safely at anchor in the harbour we squeezed the 11 of us in 2 cars and headed of to a local pub.
Friday dawned rather wet, I had a few more odd jobs to do and sort out my gear as Dad was taking the boat off for the following week. We did have our B-B-Q on the beach and of coarse it was raining, but it did little to dampen my satisfaction of sharing and eating my catch. Catalena was heading back east on the evening tide so we said our good buys and I headed of up the hill for a bath! Later we watched and waved from the cliffs as Catalena headed of towards Salcombe in a good fresh SW (Dan I hope your Dad slowed down for you to fish).
Saturday Dad took the boat over and Sunday Jane, I and the kids headed home in the car. Dad spent the following week cruising around with a mixed bag of weather conditions. We had planned for me to join him on the following Saturday to complete the round trip back to Southampton.
I next saw Jan at anchor of the beach at Weymouth (Dad spent the night in Portland), the forecast was for 4-5 rising 6 at times SE. The wind had been fresh for most of the night so the waves in the bay had built to a fare size. We set full working sail and charged of towards home we left the few monohulls that came out of Weymouth harbor for dust! For those newish owners that think that their boat’s point well compared to most monos in light conditions, then you should get close to one in fresh winds once they heal they are on a hiding to nothing. We were getting a far amount of water coming over the coach roof so put the first reef in the main and as is quiet often the case things got a bit drier with no loss of speed. The sun was out and we were creaming along what a way to end a cruise. As we headed up the Needles channel we were looking forwards to easing the sheets but as soon as we cleared Hurst castle the wind died to almost nothing. We persevered until somewhere near Beulea river but as we wanted to spend the night in Cowes and we were hungry the motor came on. We moored along side a Hirrondel who’s owners rather liked the idea of owning an Iroquois. Little did either of us think that in not much more than eight weeks they would be the new owners of Jan.
It was a steady reach back up Southampton water on the Sunday morning but rather sad as I knew this was likely to be the last cruise on Jan and it really had been the best 2 weeks sailing ever!
Tim Ball,
Jan, Iroquois #296
Following our experience in the Round the Island race earlier this year (see article), we have been considering removing the skegs from Pen-y-Mor Dau. Although we had no difficulty in keeping up with the larger mono’s, even when close hauled, we lost ground every time we tacked. Around the back of the Needles, where the photograph was taken, we must have tacked around 20 times before we were able to find a way out from the rocks. And every time we tacked, the tide pushed us back to where we started from. The mono’s, with their more agile tacking, were able to gain ground more easily and soon sailed out of trouble.
We hope that by removing the skegs tacking can be made faster, and with less loss of speed. However before taking this drastic step, we would like to find out whether anyone else has any experience of removing their skegs, or of sailing an Iroquois without skegs. In particular we would like to know whether it does give any improvement in tacking, and if there are any drawbacks, such as reduced tracking stability when running or on a broad reach (not that we often find such conditions in the Solent – wherever we go it seems that we have to beat there and beat back again afterwards).
Also does anyone have any idea why they were fitted in the first place? I have heard that they were nor part of the original design. If so, when were they first introduced and why? Was it for sailing stability, or was it to improve the angle at which the boat sits when she takes the ground, and to protect the flat underside of the hulls from rocks and stones?
If anyone has any suggestions or information, can they contact me. I will publish any information received in the next newsletter.
Dave,
Pen-y-Mor Dau, Iroquois #84
Dear Ken,
Sorry for not keeping you up to date on the status of our Apache, "CADENCE". I don't recall if I had sent the word that it had been out of the water from about June of I 996 (before we purchased it) until just this past March when I was finally able to launch again During the time it was dry, it experienced several typhoons - the most severe being Super Typhoon "PAKA", which occurred over the island of Guarwin December of I 997, and which had winds at times of 236 mph. Fortunately, I had been to Guam about a month earlier - just as another typhoon ("Keith") came by, so had a chance to get it fairly well secured. I was also back on Guam about a week before "PAKX' and since it was beyond the usual typhoon period no-one had any concern that the formation I viewed on the TV weather channel would likely turn into the terror it ended up being. Again fortunately, I had about I 5 lines tying her down to a concrete pad with chain leaders from the ground eyes to near the rub strakes on the hulls, and 'W' lines from there to various parts of the boat. When I returned to the mainland USA I was unaware of what had developed on Guam, and that a typhoon had "parked" over the island with these record winds. Several of my friends who knew the boat was there were asking me how the boat was to which (in my ignorance) I answered fine - not being aware of the conditions. Finally, after the fourth inquiry about the boat I questioned why his sense of concern - to which he asked if I knew about the storm DUH, what storm??? Nothing like being oblivious is there? Naturally major panic set in as I could envision total destruction. I have some assorted photos I can try to send you on E-mail if I can learn how to make our new scanner function as it should, and if you would be interested in a few of them for the group. Anyway, I flew out the next morning for Guam to see what things were like, and from a distance was relieved to see the boat appeared to be intact, but as I got closer saw that even with short lines from the chains there had still been enough stretch for the stem to move about I 0 feet (also the lines had pulled some of the eyes embedded in the ground straight, then pulled about a two ft section of concrete out of the ground - seems it was some more porous surface). The port rudder skeg had fractured at the hull, and the port rudder flange (bronze) had become elongated with the weight of the boat as it dragged across the ground. The boat must have done some bouncing also, as the starboard hull came down on one of the previously supporting timbers and punched about a I 5%y I Y' depression into the bottom just forward of the C11. The mast was amazingly intact (I had secured several lines to it from some of the chains - not wanting to rely solely on mooring cleats), but the cockpit plywood enclosure was shredded. It had had some 3/W' line over the top of it and when it departed the force of the wind tore the I /2" plywood thru the line like a chain saw. Also missing (swept off and broken) was the cabin top main compass. The trampoline (which was some old and in need of replacement anyway) was totally shredded. There had been considerable debris flying around and the lifeline stanchions were bent in various degrees, and the lifelines had also parted. Some dogged hatches had been tom off, and will require fabrication of new hinges. All in all it was depressing, but it could sure have been much worse. Several other multi's didn't fair as well and were considerably damaged or destroyed. A Wharrem Cat of about 4Oft was lifted from the water in a normally safe harbor and blown airborne about a I 00 ft landing inverted with its mast remnants sticking up thru the hull. A beautiful Cross tri of about 48 ft was lifted from the water and thrown on the top of an adjoining power boat and having its float hull bows broken off along with numerous other punctures and damage. Another large tri reportedly did a 360 degree cartwheel high in the air - enough to clear the water with its inverted mast and crashed upright on a stoney beach crushed from the forces of its descent. Mast and rigging remained okay!!!
The monohulls in general fared better except for numerous dismastings. Island properties were badly damaged to various degrees depending on the wind quirks, with even some very sturdy steel beam buildings being deformed or wrecked, and of course the denuding of trees and power poles being knocked down. The road leading to the Marianas Yacht Club had most of the power poles laying across the road for about a mile. You may have already gotten much of this from others since it is such old information - but sometimes I get behind on my correspondence. I used this repair interval as an opportunity to construct "sugar" scoops on the transoms utilizing the extensions that were left over from outdrive days, and adding steps as well. 7bere is some cosmetic finish work to do to this addition, but it does add a nice touch to the lines and is great for boarding. Have installed a forward scanning depth sonar, radar system, and a Harken jib furler for the genoa. A new web trampoline net was installed this June and that W-111-make for great lounging. Prior to launching removed and re-constructed a new port rudder skeg which went in along with new epoxy glassing of (both) rudders. Of course the punctured Starboard hull was also rebuilt. It was wonderful to see the boat get wet again this past March. Having been a boat builder has certainly been beneficial for such projects. I am considering giving the interior a redesign, but it is not convenient working away from my shop in California. The Apache has been a constant source of pleasure to me as I have gotten into these projects. I feel the boat was very well designed and built, and it always draws admiring looks with its sleek lines. Does anyone know the source for the aluminum spars that were used on the Apache, and if so I would very much appreciate that information. Also needed are the hinges used on the opening side cabin windows as well as the latch assemblies used to secure them closed. The large hatch hinge assemblies are also needed in some locations. I have compiled some limited information on the history of this boat: It is shown as built April 4, I 972 signed by Master carpenter R.H. Butcher of Sail Craft Ltd. 71e information shows Volvo D32/270 diesels and outdrives on the Master Carpenters Certificate. I understand the first owner, Frank Hood Trane sailed the boat around the Med, then across the Atlantic, the Caribbean and on to Cabo San Lucas in Mexico, and arrived in San Diego, CA on July 24, I 972. It appears that he later purchased twin Volvo AQ1) 40 diesels in November of I 977. Ownership passed to University of California - Irvine for 1982,1983. In I 985 it was sold to partners Fong and Smith, with Smith later gaining full ownership. In April of I 992 Frank Ohlinger purchased it, changed the name to "Cadence" (and subsequently sailed to Guam), followed by my purchase in July I 997. The name will remain "CADENCE". I hope to return to Guam around November to finish up some more details, and try to get in some sailing in preparation for next spring when I would like to depart for some serious cruising. If there are any Apache owners (don't know how many of these fine boats are still around) who might be interested in communicating, please feel free to provide my address. ( please note our change of address). In addition, I can be reached on E-mail at boatgeorge@Hotmail.com. Are there enough of the Apaches around that a newsletter for their owners might be of interest? I could try to compile stuff for it, or to send to the Iroquois Owners Assoc if that is more practical. I think I have been derelict in sending payment for annual dues, so enclosed is a check for 98 and 99.
George
This isn’t George’s boat but it gives you some idea of the size of an Apache
Dear George,
Nice to hear from you again, what a trauma PAKA turned out to be! Your letter conveyed a very laid-back attitude but no doubt the intervening period has done that. I am afraid you are now in touch with the wrong chap. Following Thelma's death earlier in the year I really did have to cut down on my activities. Tim has taken over and is going great guns. I'm sending your letter and this reply onto him. Vicki has taken over as treasurer though I don't know what she can do with an American bank cheque. Everyone has been most kind and helpful. I’m off to Spain with my brother for a few weeks. I am passing on the cheque and letter to both and you will no doubt hear from them both.
On the questions you raise. 1972 was never the demise of Sailcraft and no doubt R.H Butcher was some kind of arrangement and although I knew several of the people at Sailcraft, I did not meet R.H Butcher. There's no doubt that Reg White made a good job of developing McAlpine-Downie's design.
There are a number of Apaches but they are spread round the world. Foreigner, a boat I shared with my son for sometime and which he then took to Venezuela prior to taking up the editorship of Yachting Monthly and therefore selling, is still there or in the Caribbean. There is often news of Mike Butterfield's 'Rosie’ in Multihull International.
Apaches, Navaho and even Cherokees are all a scaled up derivation of the Iroquois. In area the Iroquois is basically 13 foot 6 by 30 foot (400 square feet and the Apache 20 foot by 40 foot (800 square feet). Your sugar scoop extensions are a good idea, the hull extensions between MK II and MK IIa were reflected in the same proportional extension between the Apache and Navaho. Although much of the chandlery on hatches etc. tend to be the same, but specific owners requests changed much of that, and particularly so if Mr Butcher bought a hull to personally complete.
Masts were usually produced by Sailspar of Brightlingsea. I don't have a more comprehensive address I’m afraid but it should find them. Simpson Lawrence, 6208 28th Street, Bradenton, FLA 34203-4[23 provided most of the hardware such as cranked hinges etc. and even the hardware for the windows. Windows were provided by the Essex Aluminum Window Company but I have not heard of them for sometime.
If I can be of any further help, please drop me a line,
Kenneth Pack
Dear Tim,
I do not know if you are aware that Peter Cotgrove, passed away suddenly after having a hip operation. He will be missed, not only for his involvement with the R.Y.A. and his racing, but to me as the other MM Iroquois that I raced against in the Thames estuary. As you can see from the photograph that Catapult is once again back in action, we have taken a few prestigious trophies on this foreshore, ie Southend Town Cup, Centenary Bowl, and quite a few others. I have made as can be seen from the photograph some changes to Catapult.
When I first purchased Catapult she had a mast head rig, and with the leeboards forward on the mki’s there is no way this cat would go to windward, so I have put the old girl back to the fractional rig that she was born with, A new mast and boom all the running and standing rigging replaced, plus a complete wardrobe of sails, We use the asymmetric spinnakers, one is a masthead, 900sq feet, with running backstays, for light winds and down wind work, one from the normal position for reaching, also for strong winds. The rudders are of the dagger board type, the rudder stocks are stainless steel, as are the tiller s, the rudder blades are made from brazilian mahogany and spruce, then coated in West system, to retain the beautiful wood finish. Below we have lined the interior complete, in beige 15mm foam back vinyl this makes for a warmer and quieter cat. The leeboards were so worn that the pins could have broken out, so the tops were cut off and new ones re welded, the pin holes were redrilled, and P.T.F. bushes were installed so as to stop the stainless pins coming in contact with the alloy boards. New pins were made with an arm that fits neat in the pin slots, so as to stop the pins turning in the fibreglass, drawing enclosed.
We have spent many years racing monohulls (wobblies) having now change to a catamaran ( a pallet ) there is no way that I or my family will ever go back to monohulls, we thoroughly enjoy the Iroquois.
|
|
Brian Turner
Catapult, Iroquois #20
Comanche 32 Deluxe - £39,500 ono. Built buy Sailcraft in late 1981 and Commissioned 1992.New 1999 Yamaha 9.9 extra long leg outboard. Fully equipped with many extras. Lying Kalamata marina Greece with dues paid until September 2000. For more information contact Angela and Terry Moody.
Chairman:-Position Vacant |
Treasurer:-Vicky Keetly |
Newsletter Editor: -David Lewis |