Ocean Navigator 173 2008.10

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Increased lightning threat? H Save fuel when power voyaging
October 2008
Issue No. 173
$4.99 U.S. $4.99 Canada
www.OceanNavigator.com
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Visit Nordhavns at the Annapolis and Fort Lauderdale Boat Shows
New from NORDHAVN
NORDHAVN 56 MOTORSAILER
An Amazing Evolution of Both Company and Boat
The more time you spend
on the water, the more
time you spend thinking
about your next boat.
So goes the axiom of sailors
everywhere, and Jeff
Leishman, Chief of Design, at
Pacific Asian Enterprises, Inc.
(parent of Nordhavn) has
spent decades thinking about

the next step in nautical evolution.
The culmination of all that
thinking, experience and
expertise arrives as PAE introduces the new Nordhavn 56
Motorsailer.
A Legacy of
Achievement
For those who are familiar
with PAE, youll remember
their 2002 around-the-world
run, trouble-free, in 25 weeks

aboard the smallest of the
fleet, the rugged Nordhavn
40.
This was followed by the
remarkably successful 2004
Atlantic Rally in which 18
yachts crossed the Atlantic to
the Mediterranean via
Bermuda, the Azores, then
finally to Gibraltar. These
vessels, of which 15 were
Nordhavns, were operated not
by captains hired by the owners, but by the owners themselves. Every boat and owner
made it, with nerves to spare.
Now, Jeff Leishman has created a brand new vessel a
slight departure from the typical trawler he is known for,
yet one that is intriguing and
without a doubt, a Nordhavn.
A History of Sailing
To be sure, motorsailers have
been around for quite some
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time. Most boaters, both power and sail

aficionados, contend that a motorsailer
does neither very well. Not so with the
Nordhavn 56 M/S.
This is a motorsailer with a lineage of
Nordhavns transoceanic trawlers as well
as Masons world-class sailboats. For
those who may have forgotten, Mason is
the other half of PAE, The Mason design,
of course, has roots deep in the American
tradition of offshore sailing yachts that
reach back to John Alden, Philip Rhodes,
and Olin Stevens. In fact, Al Mason
worked for all three of the famous yacht
designers. The timeless design remains
one of the most popular offshore boats
built in the last 20 years and one of the
best values
for shorthanded long-range cruising on
the used boat market.
As with the entire Mason line and several
Nordhavns, the Motorsailer is being constructed at long-time partner factory Ta
Shing Yacht Building yard in Taiwan.
Regarded as one of the finest boat building facilities in the world, Ta Shing is the
source that has helped PAEs yachts earn
the reputation of achieving the highest
level of fit and
finish of any production boat on the
market today.
A Phenomenal Design
To skillfully produce the Nordhavn 56
M/S, Leishman melded the design experience and sail expertise from the Masons
with the power experience and motoring
technology that went into all of
Nordhavns past and present fleet of 14
yachts.
The result is a beautiful, sloop-rigged
pilothouse motorsailer, designed to offer
a blending of real world needs to offshore
cruising wants.
As sailors, we all understand the costper-mile benefits that sails bring to long
distance travel, as well as the stabilizing
effect that sails have on motion in a seaway. We also know just how much
motoring we actually end up doing. The
Nordhavn 56 M/S takes all that into
account and delivers a comfortable, efficient cruising experience, whether its
down the coast or around the world.
Range with Options
The Nordhavn 56 M/S packs 740 gallons
Page 1
of diesel, fueling a proven Lugger 1066 T

(turbo) 165 hp at 2,400 rpm. This configuration will easily provide 9 knots,
with an approximately 3000 nautical
mile range under power alone. Cut the
rpms back and the range could almost
double. Turn the engine off and youll
sail almost endlessly.
Set the sail as well as the prop
As the motorsailer naysayers will claim, a
standard fixed propeller designed for
maximum speed cannot give maximum
power at low speed, while a fixed propeller designed for power cannot achieve
maximum speed.
The Nordhavn 56 M/S comes with a
Hundested Propeller and shaft.
Ingeniously, you can control the pitch of
the prop - in real time - from the wheelhouse. Thus, it is always possible to
obtain full utilization of the engine, irrespective of the purpose of the vessel.
Maximum horsepower can be taken
from the engine - without overloading and the speed of the vessel can then be
regulated by means of the propeller
pitch. When using sail and engine power
at the same time, the correct pitch can
always be obtained so that wind and
engine together are utilized in the best
possible way. Also, under sail alone, the
prop can be fully feathered, an important
consideration when the wheel is a relatively massive 36 inches.
Specifications
LOA:
LWL:
Beam:
Draft full load:
Displacement full load:
Water capacity:
Fuel Capacity:
Range under power alone:
The Hull Design

The Nordhavn 56 M/S comes with a full
keel and skeg hung rudder, offering protection in the event of a grounding and
better tracking under sail. Its shape and
enclosed prop aperture are less likely to
snag a long line, which believe it or not,
is a real possibility in todays oceans.
The Nordhavn 56 M/S is stabilized with
an encapsulated lead ballast of approximately 17,500 pounds.
A Company Focused on
Innovation and Proven Success
The Nordhavn 56 M/S includes
hydraulic power winches Leisure Furl
and Lugger engine, controllable pitch
propeller, generator, air conditioning,
winch-anchor and chain, bow thruster,
plus the finest hardware, doors and
windows, steering gear and general
equipment available. Additional features
include the superb electrical, mechanical and
plumbing systems that are a result of PAEs
vast offshore experience, and exude the world
class quality workmanship that Nordhavn
and Ta Shing are so well known for.
Thinking about your next boat?
Come explore the possibilities of how the
Nordhavn 56 M/S can make your next
passagemaking voyage a comfortable,
efficient, rewarding experience.
Call, click or fax Nordhavn
today. www.nordhavn.com
949.496.4848 Fax 949.240.2398
57 (incl. swim step)

52 06
16 07
6
70,410 lbs.
250 gallons
740 gallons
3,000+ naut.miles
New from NORDHAVN
8/29/08
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Page 2
Contents
Departments
Chartroom Chatter
6 Mini-trawler goes trans-Atlantic
7 Covey Island boatyard fire
8 Boats exempted from industrial
pollution rules
8 Olin Stephens honored
by New York Yacht Club
10 Lawsuit filed in Cynthia Woods sinking
10 Pirates of the Somali coast

12 Shipyard fire spares yacht builder
13 Notable New Books
57
Marine Tech Notes

14 Is lightning a growing danger to
marine equipment?
by Tim Queeney
Power Voyaging
17 First steps to saving fuel
by John J. Kettlewell
Correspondence
22 From centerboarder to long keel
28
27 Digital camera celestial navigation

28 Voyagers analyze their energy impact
14
Voyaging Tips
57 Get digital broadcasts on an analog TV
by Chuck Husick
Nav Problem
64 Idle Hour circumnavigates
by David Berson
For bonus materials, check out the

current issue at www.OceanNavigator.com.
2 OCEAN NAVIGATOR
OCTOBER 2008
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Page 3
30
OCEAN
NAVIGATOR
MAR I N E NAVIGATION AN D OCEAN VOYAG I NG
Issue #173
October 2008
Features
54
Ocean Voyaging
30 Africa in the Atlantic
The exotic Cape Verde Islands are a
mix of Portuguese and African
culture and are worth a
trans-Atlantic stop
by Andy OGrady
American Yacht Review
50
36 Circe
A voyaging collaboration
17
by John Snyder
36
40 Bequia
Cold molded voyager
by John Snyder
44 Outbound 52
A capable, comfortable cruiser
by Susan Viets
50 Hodgdon 54
Swiftly and in style
by John Snyder
54 Nordhavn 56MS
44
A cruising evolution rooted

in solid tradition
by Susan Viets
On the cover: Circe, a new Morris 57 designed by the
Fontaine Design Group, sailing the Western Way and
headed for the Gulf of Maine shortly after delivery.
Onne Van Der Wal photo
40
8/29/08
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Page 4
CONTRIBUTORS
OCEAN
NAVIGATOR
MAR I N E NAVIGATION AN D OCEAN VOYAG I NG
John Kettlewell (Power Voyaging, First steps to saving fuel,

Page 17) is a marine author, editor and photographer.
Hes cruised the waters from Labrador to the
Caribbean for 30 years. He and his wife Leslie are coauthors of the Intracoastal Waterway Chartbook: Norfolk, Virginia, to Miami, Florida, and the Intracoastal
Waterway Chartbook: Miami, Florida, to Mobile,
Alabama. They formerly edited Reeds Nautical
Almanacs and Chart Kits. Kettlewell is also the former
editor of Boating Industry International Magazine. Hes
a Commodore in the Seven Seas Cruising Association
and a member of the Cuttyhunk Yacht Club.
John Snyder (American Yacht Review Special Section, Page
36) is an Ocean Navigator contributing editor and a regular contributor to Professional Mariner magazine. He is
ONs American Yacht Review editor and the Ocean
Almanac editor for Ocean Voyager. A marine photojournalist, Snyder shoots picture of races and regattas from
chase boats, airplanes and helicopters. He recently covered the Antigua Classic Regatta and the New York
Yacht Clubs Classic Yacht Week. Snyders images are
available on his web site at www.marinemedia.biz. In
addition to his offshore sailing experience, Snyder is also
a commercial seaplane pilot with more than 1,200 flying
hours and a registered Maine Guide.
ALL DEPARTMENTS: 207-772-2466

FAX: 207-772-2879
www.OceanNavigator.com
EDITORIAL
Editors@OceanNavigator.com
EDITOR Tim Queeney
COPY EDITOR Larissa Dillman
ART DIRECTOR
Kim Goulet Norton
ASSISTANT ART DIRECTOR Susan Sargent

CONTRIBUTING EDITORS Scott Bannerot
Twain Braden
John Snyder
Nigel Calder
Steve C. DAntonio
Eric Forsyth
Chuck Husick
Jeff & Raine Williams
David Berson
ADVERTISING/MARKETING
Advert@OceanNavigator.com
WEST COAST/CANADA
INTERNATIONAL Susan W. Hadlock
MIDWEST / GULF / FLORIDA Bruce Cole
EAST COAST
MARKETING MANAGER
Charlie Humphries
Matt Geoffroy
PUBLISHER/
ADVERTISING DIRECTOR Alex Agnew
BUSINESS / CIRCULATION
CIRCULATION MANAGER Janice Fowler
Doreen Parlin
Sarah Grimm
RETAIL PARTNERSHIP Josh Roberson
BUSINESS MANAGER
EVENTS COORDINATOR
FINANCE/PARTNER Michael Payson
WEB SITE
Chuck Husick (Voyaging tips,Get digital broadcasts on an

analog TV, Page 57) is an Ocean Navigator contributing
editor who lives in Tierra Verde, Fla. A sailor, pilot, photographer, and writer, Husick has run such diverse companies as Narco Avionics, Cessna and Fairchild Aircraft
and Chris Craft. He was involved in NASA projects in
the 1960s and also directed an industrial X-ray imaging
company. He sails his 46-foot Irwin ketch, Bonne Etoile
in Florida and the U.S. east coast and uses the boat as a
test vehicle for evaluating marine gear. Husick recently
began collaborating with Ocean Navigator on a podcast
called Chucks Corner, that draws on his wide body of
nautical and engineering knowledge. The podcasts are
available on the ON web site and on Apples iTunes.
arobinson@navigatorpublishing.com
CUSTOMER SERVICE
oceannavigator@pcspublink.com
866-918-6972
ISSN 0886-0149
Ocean Navigator is published in January, March, May, July, September, October
and November, with an annual special issue of Ocean Voyager in April, for
$27.95 per year by Navigator Publishing LLC, 58 Fore St., Portland, ME 04101.
Periodicals postage paid at Portland, Maine, and additional mailing offices.
Postmaster: Please send address changes to Ocean Navigator, P.O. Box
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Copyright 2008 by Navigator Publishing LLC. All rights reserved. No part of
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PRINTED IN THE UNITED STATES BY THE LANE PRESS
4 OCEAN NAVIGATOR
OCTOBER 2008
8/29/08
5:22 PM
Page 5
8/29/08
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Page 6
Chatter
Chartroom
BY JOHN SNYDER
Mayrik Yacht Design
<<
The 21-foot Spirit of

Arielle prior to
departure in the French
West Indies. The little
trawler successfully
reached La Rochelle,
France. The 4,000-nm
voyage took 31 days
with provisioning stops
in the Azores.
Based in the French
<<
West Indies, Spirit of

Arielles designer Yves
Kinard (emerging from
pilothouse) has
designed a wide variety
of power, sail and
commercial watercraft.
6 OCEAN NAVIGATOR OCTOBER 2008
FRENCH NAVAL ARCHITECT YVES

KINARDS TIMELY DESIGN FOR A
seaworthy mini-trawler has
proven itself a safe passagemaker. The new boat is
loosely based upon a Breton fishing boat and is designated Mayrik P214 by
the designer.
The compact, 21-foot
Spirit of Arielle began its
journey in Saint Martin,
French Antilles finishing at
Saint Martin de Re near
the French port of La
Rochelle shortly after
Bastille Day. Equipped
with a life raft and modern
electronics, its 4,000-nm
voyage was made in 31
is equipped with a bow

bulb, Bruntons Autoprop
variable pitch propeller,
modern antifouling bottom
paint and 150-watt solar
panels. For power, owners
have the choice of either a
Perkins 86cv or a Yanmar
230cv (both approximately
15-hp naturally aspirated
diesel engines). Fuel additives were also helpful in
extending the useful range
and minimizing pollution.
Kinard plans to market
six versions of hull with
varying fit and finish,
including a commercial
fishing version. Pricing is
expected to be between
$90,000 and $180,000
depending on options.
Mayrik Yacht Design
Mini-trawler goes trans-Atlantic
days with stops in Bermuda

and Horta on the island of
Faial in the Azores. During
the passage, the tiny vessel
consumed a mere 800 gallons of diesel fuel, or about
0.25 gallons per hour,
cruising at 5.5 knots at
1,200 rpm. Its longest leg
without refueling was
about 1,850-nm. Such a
feat has not been attempted
since 1936 when the
French painter MarinMarie completed a solo
voyage in his 43-foot vessel
Arielle under diesel power
from New York to Le
Havre in 19 days, but with
the help of sail power.
To enhance economy
offshore, the Mayrik P214
8/29/08
5:22 PM
Page 7
Nanni Diesel
John Snyder
COVEY ISLAND BOATWORKS OF

PETITE RIVIRE, NOVA SCOTIA,
was destroyed when fire
swept through the companys 8,000-square-foot facility near Lunenburg.
No lives were lost and
there were no injuries, however, the 62-foot Nigel Irens
schooner, Maggie B, temporarily in the shop for a
refit after a circumnavigation, was lost in the blaze.
Sixty firefighters from
seven departments battled
the blaze which began at
about 2:30 a.m. local time,
on Aug. 12. Fire officials do
not believe that foul play
was the cause, but note that
the case is still under investigation. The building was
covered by insurance.
Chicago businessman,
Frank Blair, the 64-year-old
owner of the 62-foot Maggie B, launched in January
2006, had just returned
from a circumnavigation
(Lunenburg to Lunenburg
via Cape Horn). To have
her die where she was built
its completely weirding
<<
Covey Island
boatyard fire
Above, the schooner

Maggie B in Antigua, racing in the 2008 Antigua
Classic Yacht Regatta.
Maggie B returned to
Covey Island Boatworks
in Petite Rivire, Nova
Scotia for a refit after the
circumnavigation and
was lost in the fire.
me out, Blair said. This

was my home for two years,
so its like my house
burned. Covey Island has
expressed its condolences to
Blair.
Covey Island General
Manager Al Hutchinson
said that the loss of the yard
was a blow to the community. Its a tragic loss of a
boat and many non-replaceable artifacts. He said the
company would continue
on. Discussions have been
underway for more than a
year regarding expansion
and a move to property on
the Lunenburg waterfront.
Covey Island Boatworks
has a workforce of 15 to 30.
John Steele is director and
president of the company
and most tenured employees are shareholders.
looks out for the true

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Ufficio Grafico Nanni Trading, Roma design: MONICA INFANTINO
OCTOBER 2008 OCEAN NAVIGATOR 7
8/29/08
5:23 PM
Page 8
Chatter
Chartroom
Boats exempted
from industrial
pollution rules
Olin Stephens honored by

New York Yacht Club
John Snyder
CONGRESS HAS RESTORED A

35-YEAR EXEMPTION FOR
recreational boats from
proposed Environmental
Protection Agency (EPA)
requirements by passing
S 2766, the Clean Boating Act of 2008. The act
received bipartisan support from both the
House and Senate.
The new legislation is
in response to a U.S.
District Court decision
in September 2006
under which an estimated 17 million recreational boats would have fallen under Clean Water
Act permit requirements
effective September 30,
2008. The permit would
have imposed strict
maintenance and operational procedures and
potentially subjected
recreational boaters to
penalties previously
reserved for serious
industrial polluters. A
longstanding EPA policy
had exempted recreational boaters from these
Clean Water Act rules.
Passage of S 2766 is
not only a victory for all
boaters who ran the risk
of severe penalties and an
administrative quagmire
from minor discharges,
but also for the National
Marine Manufacturers
Association (NMMA)
and BoatUS and its nearly 650,000 members.
Legislators clearly
responded favorably to
their lobbying efforts.
This is a fabulous victory for common sense and
it just goes to show what
can be done when the
boating public, the
marine industry and its
representatives in Congress row together in a
bipartisan way, said
Nancy Michelman, president of BoatUS.
Key legislators who
supported the bill
included Sens. Bill Nelson (D-Fla.) and Barbara
Boxer (D-Calif.); and
Reps. Jim Oberstar (DMinn.), Steve LaTourette
(R-Ohio), Candice
Miller (R-Mich.) and
Gene Taylor (D-Miss).
Scott Gudes, NMMA
vice president of government relations said, Passage of this legislation is a
testament to what is possible when our community joins forces and speaks
with one voice before key
decision makers.
President Bush signed
the act into law in July.
FIFTY-THREE YACHTS GATHERED IN

NEWPORT ON JULY 18 TO KICK
off the New York Yacht
Clubs (NYYC) sixth biennial Race Week presented
by Rolex. The event gathered some of the worlds
most notable classic
yachts and their owners
for memorable racing in
Narragansett Bay and
Rhode Island Sound. It

was also an opportunity
to honor and celebrate
Olin Stephens birthday.
The legendary American
yacht designer of Sparkman & Stephens fame
turned 100 years old this
past April.
Stephens watched as
several of his classic
designs competed during
the three-day event.
Among the S&S classics
were the 1931 Newport
to Plymouth transAtlantic race winner,
Dorade, the 52-foot fast
cruiser that Stephens
designed at the age of 21
and is now owned by
Edgar Cato of Charlotte,
N.C.; Bolero, the sleek
8/29/08
5:24 PM
Page 9
rounded by his friends,

and even an old crewmate
or two, he raised a glass
and cut a Bolero-themed
birthday cake.
Other S&S designs
that competed in the
event were Black Watch,
sailed by Trevor Fetter of
Dallas, Texas; Palawan,
sailed by G. Scott Gazelle
of Hingham, Mass.; Puffin II, sailed by James
Koss of Point Richmond,
Calif.; and the 6-meter
Jill, sailed by Martha
Coolidge of Camden,
Maine. Out of 14 12meters competing, eight
were S&S designs, including two boats that twice
were Americas Cup winners: Intrepid/USA 22
(1974, 1977), sailed by
Jack Curtin of New York
City and Courageous/USA
John Snyder
John Snyder
73-footer built in 1948

for NYYC Vice Commodore John Nicholas
Brown (1952-1954) and
now owned by Edward
Kane of Concord, Mass.;
and Sonny a cutter sloop
built in 1935 and now
owned by Joe Dockery of
Newport, R.I./Greenwich, Conn.
Dockery, who served as
chair for the classics event
said, Every yacht has a
unique story behind it, it
seems and Olin, of course,
has a story for every one
of his designs. Dockery
noted that when Dorade
was launched in 1931 it
sparked a revolution in
sailboat design. Its very
special and quite an honor
to be chosen to chair an
event that celebrates his
life, Dockery said. Sur-
26 (1967, 1970), sailed

by Stephen Glascock of
Middletown, R.I.; two
one-time Americas Cup
winners Columbia/USA
16 (1958), sailed by Alain
Hanover of Newport, R.I.
and Freedom/USA 30
(1980), sailed by Ernest
Jacquet of Boston, Mass.;
three Americas Cup
defender series participants, Enterprise/USA 27
(1977), sailed by Jan Slee
of Newport, R.I., America
II/USA 46 (1987), sailed
by Alfred Van Liew of
Middletown, R.I., and
Valiant/USA 24 (1970,
1974) sailed by Michael
Fortenbaugh of New York
City and Gary Gregory of
Marblehead, Mass.
Northern Light/USA 14
was sailed by Elizabeth
Tiedemann of Newport,
R.I.
<<
Olin Stephens Dorade

(owned by Edgar Cato
of Charlotte, N.C.),
launched in 1931, was
one of the designers
most important efforts.
Dorade competed with
several classic Sparkman & Stephens yachts
in the three-day New
York Yacht Club event.
Far left, surrounded by
many of his classic
designs, S&S founder
Olin Stephens was honored in Newport at the
New York Yacht Clubs
sixth biennial race
week.
<<
The New York Yacht

Clubs Harbor Court
station hosted a fleet
of S&S classics and was
sponsored by Rolex.
Puffin and Westerly
graced the NYYC docks.
8/29/08
5:24 PM
Page 10
Chatter
Chartroom
<<
Photo by Taryn Cornelius of

Texas A&M University at
Galveston shows the 2008
crew of the Cynthia Woods
before departing for the
start of the Regata de Amigos. Standing from left are
Steven Guy, Capt. Jim
Taryn Cornelius,Texas A&M University
Lawsuit filed in
Cynthia Woods
sinking
THE WIDOW OF A TEXAS A&M
SAILOR WHO DIED WHEN THE SAILboat Cynthia Woods sank
last month has filed a lawsuit against Cape Fear
Yacht Works, the builder
of Cynthia Woods. Linda
Stone said in a press conference on July 10, that
she is suing the boatbuilder, saying it will not
provide her with any
information about the
accident.
53-year-old Roger
Stone was killed rescuing
Texas A&M-Galveston
students on Cynthia
Woods. When the keel fell
off the boat, it capsized,
and Stone drowned.
Also named as defendants in the suit are Bruce
Marek of Marek Yacht and

Design Consultants, the
designer of the boat, and
the Galveston company
that made repairs to the
boat last year. Stone has
not filed any lawsuits
against Texas A&M. She
says she doesnt believe the
university has done anything wrong.
Stones family said the
company refused to hand
over that information and
felt a lawsuit was the only
way to get the information. Keels dont fall off
Atchley, Joseph Savana and

Travis Wright. Seated from
left are Steve Conway, Ross
James Buzbee and Roger
Stone. Stone died after the
boat capsized.
boats, Stone was quoted

as saying in news reports.
Boats should be built so
that keels dont fall off.
Cape Fear and Marek
released the following
statement regarding the
Stone familys lawsuit:
Cape Fear Yacht Works
LLC and Mr. Bruce
Marek are and have been
cooperating fully with all
local, state and federal
investigative authorities as
the investigation into the
capsizing of the Cynthia
Woods continues.
FROM RUNNING FIX, THE ON BLOG

Be sure to stop by Running
Fix, our Ocean Navigator
blog. Recent posts include
thoughts on the importance
of wearing a harness when
singlehanding, as borne out by

the story of a 56-year-old
sailor who fell overboard and
was in the water for 12 hours.
Nelson reportedly said he
Pirates of the
Somali coast
MERCHANT SHIPS AND PROFESSIONAL CREWS ARE NOT THE ONLY
sailors risking attack by

pirates in the Gulf of
Aden off the Somali
coast. Opportunistic
attacks involving both
pirates and local fishermen have resulted in
increasing acts of piracy
in the region, 24 so far
this year.
The problem began
about five years ago when
Somali fisherman, upset
about over-fishing by foreign fleets, began to kidnap trawlers and their
crews and hold them for
ransom. Civil war and a
breakdown of the Somali
government only exacerbated the situation, leaving the door open for
Somali clans to operate in
the lawless environment.
Merchant fleets were the
first targets and included
a Dutch freighter and its
Running Fix
OCEAN NAVIGATOR BLOG

was almost out of gas
when the helicopter
arrived. For more, visit the
blog at www.oceannaviga
tor.com/blog.
8/29/08
5:25 PM
Page 11
National Defense and the Canadian Forces
<<
crew. They were held for

31 days and released only
after a ransom of
$700,000 was paid to
their captors. In April, 26
crewmembers of a Spanish fishing vessel were kidnapped. They were freed
only after the Spanish
government negotiated on
their behalf.
The most recent incident involves a German
couple that were abducted
from their boat on June
23, as they sailed through
the Gulf of Aden on a trip
from Egypt to Thailand.
The attack is the first
reported instance of a
non-professional crew
being taken for ransom.
District Commissioner of
the Somali Las Korey
area, Yusuf Jama Dabeed
said that troops from the
semi-autonomous region
of Puntland found the
couples yacht abandoned
on shore, but that the
kidnappers had taken
their captives into the
mountains. The attackers
have demanded $2 million. The German government is still investigating.
Although the area is
Canadian warships
HMCS Protecteur and
HMCS Calgary will
patrol the Gulf of Aden
SHORE POWER
CANT HANDLE
EVERYTHING
AT ONCE.
off the Somali coast in

an effort to discourage
piracy. Attacks against
private and merchant
vessels have been on
the rise in the area.
not heavily trafficked by

yachtsmen, some 100 or
so yachts transit the area
each year usually
shorthanded. In response
to the current danger, the
Canadian government has
sent three warships to
help thwart attacks. The
Canadian flotilla, which
is under the command of
Commander Steve Paget,
includes HMCS Protecteur, HMCS Calgary
and HMCS Iroquois.
Paget said that until now,
there has been nobody
out there to catch them.
The Canadian naval presence may provide an
effective deterrent.
Plug into shore power. Turn on the A/C, the coffee

maker, the water heater, and CLICK the shore
fuse blows! But with a Phoenix MultiPlus you
can draw more current than your shore
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for insufficient shore power. Excess current is used
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units lets you meet even
the greatest power
demand. For more
information on Victron
Energy products,
including our FREE book,
Energy Unlimited, visit
www.victronenergy.com.
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www.victronenergy.com
8/29/08
5:25 PM
Page 12
Chatter
Chartroom
<<
Little remained after

fire consumed the
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Doughty Shipyard in
Shipyard fire
spares yacht
builder
THE MIDCOAST MAINE TOWN OF
EAST BOOTHBAY IS RECOVERING
from the July 11 fire that
destroyed the Washburn &
Doughty shipyard and
threatened Hodgdon
Yachts next door. The first
truckload of debris was
removed on July 22 and
debris removal was completed within a week. The
yard said that some of the
laid-off workers have been
recalled and are already laying keels for two new hulls
outside while a new building is being constructed. In
spite of the fire, the venerable shipyard was able to
deliver the articulated tug
barge (ATB) Linda Moran
(completed just before the
fire) with only minor
delays.
Maine Governor John
Baldacci and U.S. Senators
Susan Collins and Olympia
Snowe have pledged their
the adjacent property

of Hodgdon Yachts,
was not damaged.
support to get the business

up and running again as
soon as possible. The surrounding community has
also come together to provide assistance to employees
and their families.
Fortunately, neighboring
Hodgdon Yachts was unaffected by the blaze. Hodgdons custom yacht representative Ted Smith said
that when the fire broke out
Hodgdon evacuated its
employees. None of the
companys buildings or
docks were damaged. Given
the proximity of the two
yards, Hodgdon Yachts was
lucky no burning materials
found its way to the yacht
builders buildings. Smith
said that his company has
hired some of the laid-off
Washburn & Doughty
workers and is also building
tug components in its own
metal fabrication shop.
Hodgdon has built and is
continuing to build wheelhouse structures for Washburn & Doughty tugs.
8/29/08
5:25 PM
Page 13
Notable New Books
Photo Courtesy of Lyman Morse
Emergency Navigation
Find Your Position and Shape
Your Course at Sea Even If Your
Instruments Fail
By David Burch
International Marine/
McGraw-Hill, 2008,
as the author of nine books
Second Edition
on navigation, Burch is
268 Pages
www.mhprofessional.com uniquely qualified for the
task. The book isnt a surTHERES LITTLE DEBATE THAT
vival or seamanship manual.
MODERN MARINE ELECTRONICS
Rather, its a very readable
make going to sea easier
how-to text that is restricted
and safer for the modern to navigation and meant for
sailor. There is, however, a both the novice and saltiest
dark side to the convenof navigators. Burch walks
ience and all those glowthe reader through teching LEDs in the pilotniques, some simple and
house. Electronics can
others more complex, for
and do fail, often at an
finding your position anyinopportune time. The
where in the world should
consequences of such fail- your nav gadgets fail. Burch
ures can be catastrophic
explains the importance of
whether you are 5 or 500 accurate time keeping, steermiles from shore.
ing by the sun, stars, wind
Our unquestioning
and swells, estimating curfaith on accurate and reli- rent and leeway, finding the
able navigation electronics sun in a fog bank, deterhas led to a dangerous
mining position and speed
complacency that we are
using the most rudimentary
all guilty of to some
of devices and much more.
degree. David Burchs secThe book provides the
ond edition of his book,
tools needed to determine
Emergency Navigation,
position, but will be up to
serves as a wakeup call.
the navigator to learn to use
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8/29/08
5:26 PM
Page 14
MARINE TECH NOTES
Is lightning a growing danger

BY TIM QUEENEY
to marine equipment?
Cleave Horton
s microprocessors
find their way
into a wide
variety of
marine equipment, just
about every
piece of gear on
a voyaging boat
works smarter
and more efficiently. Unfortunately, however, this electronic proliferation has an
Achilles heel: much marine
technology has become vulnerable to lightning strikes.
Take two examples from
this summer: A 40-foot sloop
struck off Bermuda and a 140foot schooner hit off Block
Island. According to observers
aboard each boat, neither vessel
received a massive direct hit,
instead receiving a lesser side
flash or a pulse of elctromagnetic energy. Yet both boats
experienced major gear failures.
And while some of the damage
occurred in electronic systems
like chart plotters and radios
that you might expect to be
vulnerable, other malfunctions
were more unusual: dead
A lightning
strike to the
mast of Skater,
a Norseman
400 owned by
Cleave Horton,
found the vessels VHF
antenna,
destroying the
antenna rod
and fusing its
coupler base.
Masthead
lights also fell
victim to the
bolt.
engines, balky bilge pumps,

and unhappy refrigeration
compressors.
Only a few years ago, a
marine diesel would only malfunction from a lightning
strike if the bolt blew a hole in
the hull and sank the boat.
Now, however, even as rugged
a piece of gear as a diesel
engine can be disabled by a
lightning strike.
The reason for this new susceptability to lightning lies in
the widespread use of microprocessors that can be knocked
out of commission by stray
currents. Surprisingly, some of
the things you dont think of as
electronic, actually are, said
Roger Hellyar-Brook, marine
systems program manager at
the Landing School in Kennebunk Maine. Nowadays,
there are so many electronics
used (in marine equipment).
Skater, the 40-foot Norseman 400 sloop hit off Bermuda, is owned by Cleave Horton, founder and owner of Sea
Frost refrigeration. Horton and
his wife, Darcy, were just off
Kitchen Shoals when a bolt
struck the top of Skaters mast.
As Skater did not have an air
terminal (a marine lightning
rod), the blast passed through
the convenient VHF antenna

at the masthead (vaporizing it
in the process). The lightning
current then flowed down the
aluminum mast and exited to
the sea without causing any
damage to the hull. The equipment inside the hull was another story, however. Everything
electronic was zapped, said
Hellyar-Brook, who had flow
to Bermuda to meet Horton
and sail Skater back to the U.S.
The SSB, the antenna
tuner, radar, GPS, VHF, stereo
and autopilot controller were
all dead, said Hellyar-Brook.
But beyond that, other damaged or nonfunctional gear
included bilge pumps and the
pump used by the refrigeration
system. These pumps had
microprocessor controllers that
fell victim to the electrical surge
produced by the strike. One of
the smallest victims of the bolt
was the MP3 music player that
Darcy Horton, who was at the
wheel at the time of the blast,
had in her pocket. When she
looked at the MP3 player after
the incident, it still worked, but
a jagged line of burnt LCD lay
across the screen.
Luckily for the Hortons,
they had two full-fledged
experts in Hellyar-Brook and a
8/29/08
5:27 PM
fellow Landing School instructor,

Scott Lambert, meeting them in
Bermuda to help sail the boat back
to the U.S. When Skater arrived,
Hellyar-Brook and Lambert went to
work replacing gear and getting
Skaters equipment operational again.
Still, the damage was widespread.
Anything with a transister or a diode
was blown out, Cleave Horton said.
Took me a month to get the boat
back together. I didnt realize what a
mess it was.
Another recent lightning strike
involved the 140-foot wooden gaffrigged schooner, Spirit of South Carolina, operated by the South Carolina Maritime Heritage Foundation.
Page 15
On July 27, Spirit of South Carolina

was a few miles east of Block Island,
R.I., headed for Newport, with a line
of squalls approaching. Capt. Tony
Arrow put the ship in heavy weather
mode, sending the passengers below
and battening down. As the squall
line passed over, Arrow saw plenty of
lightning. We had lightning all
around us and all of a sudden there
was a big, bright blast, he said.
Although, true to the unpredictable
nature of lightning, it wasnt apparent
how or where the bolt had struck
Spirit. As South Carolina Maritime
Heritage Foundation Executive
Director Brad Van Liew, an experienced offshore racer and circumnavi-
gator, noted, in the blinding instant

of the strike, its not always apparent
exactly what happened. I have been
struck close enough offshore and all
you see is a superbright flash. Its so
disorienting you cant tell the point of
impact. Immediately after the bolt,
Arrow and crew checked the watertight integrity of the schooner and
determined that there was no damage
to the hull.
Like Hortons Skater, the
schooners navigation and communications electronics were fried. Spirit of
South Carolina lost its hardwired
VHF, SSB, computer and several
chart plotter/GPS units. And like
Skater, the schooner lost gear that
8/29/08
5:27 PM
Page 16
MARINE TECH NOTES
many voygers might not expect were

vulnerable. Since Spirit has Cummins
Diesels as a corporate sponsor, the
boat is equipped with twin Cummins
QSB 5.9 common rail diesels. Both
engines went off line when the bolt
hit. Modern common rail diesel
engines use microprocessors for
engine control and for the engine sensors that provide operating data to the
control modules. In the case of Spirit,
these micoprocessors were damaged
and the engines shut down. Arrow
sailed Spirit to the mouth of Narragansett Bay where it met a commercial tow vessel and was towed to
Newport Shipyard for repairs. After
inspection by Arrow, U.S. Coast
Guard personnel and a surveyor

working for Spirits insurance company, the consensus was lightning
never struck the boat. The damage
to the vessels circuitry was apparently caused by the tremendous blast of
energy, called electromagnetic pulse
(EMP), produced by lightning bolts.
According to Hellyar-Brook, the
issue of lightning damage to electronic circuits is a serious one for
voyagers. If youre a passagemaker
and you rely on this stuff, you need
a plan, said Hellyar-Brook. He
advocates placing a boats electronics
inside a metal box called a Faraday
cage. The cage blocks the EMP that
spreads outward from a lightning
bolt. Put all the electronics inside a

Faraday cage, Hellyar-Brook said.
And you could have a little locker
for handhelds at the bottom.
Of course, placing a boats navigation and communications electronics
in a Faraday cage does not address
the issue of the microprocessors on
other gear scattered throughout the
boat. Given the possibility of a lightning strike causing extensive damage,
voyagers should be ready to run their
boat the old-fashioned way. Its frustrating when everything is taken
away from you, Cleave Horton said.
But you have to be prepared to run
the boat without the machinery and
all your toys.
8/29/08
5:27 PM
Page 17
POWER VOYAGING
First steps to saving fuel
BY JOHN J. KETTLEWELL
Going slower
Slowing down is the biggest
fuel saver. We all know that, but
what some of us dont know is
that a small reduction in speed
can make for a dramatic reduction in fuel consumption. Traditional displacement yachts
have a maximum hull speed of
roughly 1.34 times the square
root of the waterline length. For
example, a vessel with a 64-foot
waterline has a hull speed of
around 10.7 knots, a 49-foot
waterline can reach about 9.4
knots, and a 36-foot waterline
yields about 8 knots. However,
to get that last knot or so of
speed requires ever increasing
amounts of power.
John Snyder
emember when we used to

hang around the beach
barbecue telling tall tales about
the last storm or the big one
that got away? Now, we find
ourselves comparing fuel additives and rpm/fuel consumption rates, or swapping wild
stories about where we found
the cheapest diesel. Suddenly a
small improvement in efficiency can mean a significant
improvement in the thickness
of your wallet. To keep our
tanks full longer, there are a few
big things we can do and many
small things.
The venerable Skenes Elements of Yacht Design by Francis

S. Kinney has a nice diagram
illustrating a resistance curve
for displacement hulls at various speeds. The curve begins
with a gradual slope until a
speed of around 1.10 or 1.15
times the square root of the
waterline length. At that point,
the curve becomes a skyrocket,
shooting up at a very steep
angle. This indicates that everlarger increases in power are
required to make ever-smaller
gains in speed. According to
the diagram, at a speed ratio of
1 (1.0 times the square of the
waterline length) there will be a
resistance of about 12 pounds
for every 2,240 pounds of hull

displacement. Up that speed
ratio to 1.34 and the resistance
shoots up to about 54 pounds
for every 2,240 pounds of displacement an increase in
resistance of 440 percent for an
increase in speed of only
around 25 percent. The last 25
percent increase in speed
requires a huge increase in
horsepower and therefore fuel
consumption. In other words,
that 49-foot waterline boat will
require a lot of horsepower to
go its hull speed of 9.4 knots,
but slow it down around 25
percent, or to 7 knots, and
youll save a lot of fuel.
This curve generally applies
Saving fuel
means less
trips to the fuel
dock and less
dipping into
your wallet.
Basic ideas for
saving fuel can
include such
simple things
as cutting back
on speed and
making better
use of ocean
currents.
8/29/08
5:28 PM
Page 18
POWER VOYAGING
to most displacement type of power

craft, including sailboats, trawlers,
and commercial vessels. Robert P.
Beebe described this phenomena in
detail in his classic book Voyaging
Under Power. With many formulas,
NEW
NEW
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NEW
NEW
NEW
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graphs, and equations, he details

exactly how fuel consumption
increases with speed. The bottom line
is that for high fuel efficiency, longrange yachts need to travel at speed
ratios of around 1.0 to 1.2. Real-
teak deck
deck hardware
standing rigging
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electric winches
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world testing has confirmed these

facts. According to the manufacturer,
the Nordhavn 55 has a potential
range of around 3,000 miles at its
cruising speed of 8.25 knots, but if
you accelerate to its hull speed of
about 9.5 knots, range decreases to
1,500 miles. A 15 percent increase in
speed cuts your range in half!
Similar results will be found with
most displacement yachts, and even
with planing or semi-planing types
that are operated at and below hull
speed. A rough rule of thumb is that
reducing your top speed by about 25
percent will cut your fuel consumption to around half its maximum, or
less. Maybe its time that boat owners
started thinking in terms of miles per
gallon, as we do when driving on
land. A 25 percent decrease from
maximum hull speed will yield
approximately a 50 percent increase
in miles per gallon. But, the benefit
begins to taper off as you slow up
more and more, and of course you
are traveling less miles each hour at
slower speeds, so your increase in
range is not as dramatic as the
decrease in fuel consumption.
Beebe argued that a practical speed
ratio was 1.2 times the square root of
the waterline length, because that
allowed a good speed with the possibility of decreasing fuel consumption
further, if needed, by reducing speed
to a 1.0 ratio. At speed ratios below
1.0 the decrease in fuel consumption
is much more gradual and you may
encounter a situation where your
engine is running inefficiently too
close to idle. Beebe also argued that
you should plan on being able to
reach your destination by traveling at
a speed ratio of 1.2, with a modest
8/29/08
5:28 PM
reserve. If you encountered adverse

conditions, you could always slow up
to increase your range substantially.
Beebe was most worried about range
under power, but these same techniques can be used to increase the
range of your bank account.
Is synthetic the real deal?
Slowing down is the big saver, but
there are many things that can be
done to gain a little here and there.
The obvious ones are to make sure
your bottom is clean (the boat bottom that is), the air cleaner is clean,
and the oil has been changed on
schedule. Heres where things get
controversial. Some companies,
notably Amsoil, claim that using a
full synthetic oil can result in fuel
savings of 4 to 5 percent or more.
Search the Amsoil Web page for
more information and tests using
fleets of diesel trucks. Of course,
some marine engine companies do
not recommend synthetic oil and
warranties may be voided if you use a
non-approved product. However,
many boat owners do use full synthetic oils and blends and are happy
with the results.
One negative factor is that the cost
of synthetic oil is greater, which you
may want to offset by longer drain
intervals, but then again, you may
not want to stretch the drain interval
considering the above-mentioned
warranty implications and the harsh
marine environment. For example,
Shell Rotella T Synthetic 5W-40 oil,
at around $17 per gallon, is currently
around twice the price of the nonsynthetic version. Assuming a 4 percent savings in fuel, that would mean
a savings of four gallons in every 100
Page 19
burned. If your trawler burns four

gallons per hour that means around
800 gallons burned between 200hour oil changes. If your engine
requires four gallons of oil in that
time, the cost of synthetic would
mean roughly an additional $34 for

one change, with a fuel savings of
about $160 in that same time span
(diesel at $5 per gallon). So, at a
glance it appears that synthetic oil has
the potential to save some significant
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8/29/08
5:29 PM
Page 20
POWER VOYAGING
money, plus oil manufacturers claim

that synthetics provide better wear
characteristics. Of course, doubling
the drain interval would result in
greater savings. One thing to keep in
mind is that synthetic oil may be difficult or impossible to find in many
remote areas outside the U.S., and
even if you do locate your brand it
may be a different formulation. I
have had difficulty just finding any
suitable diesel engine oil when in the
southwest Caribbean, and when I did
find it the cost was higher than in the
U.S. If you are locked into a particular oil, bring plenty of it.
Do additives add up?
Most marine engine specialists seem
to agree that it is not a good idea to
add anything to your engine oil
buy a good quality oil and change it
per the manufacturers recommendations. However, start discussing fuel
additives and you end up with a lot of
different opinions, and probably an
argument or two. The ongoing trend
in diesel fuel in the U.S. is to lower
sulfur levels to 15 parts per million
(ppm) in order to meet EPA regulations and to allow for the production
of cleaner marine engines using
advanced pollution control devices.
This product is known as ultra-low
sulfur diesel (ULSD). Starting in
2007 sulfur levels were lowered to a
maximum of 500 ppm. ULSD is
already out there and will be the only
fuel available in the U.S. on land after
2010 and on the water after 2012,
with every exception expiring by
2014. This transition has already
occurred in California. ULSD may
very well be in your boats tanks
already check labeling at the fuel
pump the next time you fill up. Possible issues with ULSD include lower
energy content, less stability, and
problems with gelling at low temperatures. Fuel manufacturers are putting in additives that will replace
some of the qualities lost with the
reduction in sulfur, but there are
reports of the new fuels causing
maintenance problems with older
diesel engines.
A disadvantage of the new fuels is
that the removal of the sulfur reduces
the energy content of the fuel, resulting in up to a 1 percent reduction in
mileage for truckers. However, this
has yet to be documented in realworld testing on marine engines. This
may be a case where there will be a
clear cut need for proper additives,
especially with older engines, as there
was when lead was removed from
gasoline. What is also clear is that the
cleaner fuel will and already does cost
more, and therefore we need to concentrate further on reducing fuel consumption. Another problem emerging for marine engine owners is the
possibility of biodiesel being added to
your marine fuel. At this time it
appears that boat owners should not
look to biodiesel as a fuel cost saver
without doing a lot of research.
My own non-professional take on
fuel additives, based on many thousands of miles of powering over the
course of around 30 years of cruising, is that the majority of us dont
need to worry about biocide additives. Filter your fuel going in your
tanks, if possible, filter it going out,
and change those filters religiously.
The major cause of bacterial growth
is water in the fuel check your
water separator. I always try to purwww.oceannavigator.com
8/29/08
5:29 PM
Page 21
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chase fuel from the busiest location,

not necessarily the cheapest. If in
any doubt, pump a little fuel into a
glass jar, prior to pumping a lot into
your tanks, to see what it looks like.
I do use and recommend fuel stabilizer products, especially during
layup periods.
What about additives to save on
fuel consumption? There does not
seem to be a definitive answer. Companies producing additives claim
anywhere from 1 to 7 percent
decreases in consumption, which in
some cases is documented with longterm studies, usually of truck fleets. I
have seen claims of reductions in fuel
consumption of up to 17 percent.
Who knows if you will be able to
duplicate these results on your boat. I
would toss out the higher figures,
simply because if that were true,
everybody would be flocking to those
additives. Also, the lower numbers
may be achievable, but it is hard to
conduct scientific, controlled tests
that can measure such small savings
accurately. Imagine trying to do this
in the marine environment. Maybe a
company like Nordhavn can organize
a rally with enough identical yachts
sailing over an identical route to
come up with some meaningful figures. Until then, I will remain skeptical of fuel saving claims that cannot
be documented. Most engine manufacturers say that the use of fuel additives is not necessary nor desirable.
My own philosophy is to realize that
if it sounds too good to be true, it
probably is.
Go with the flow
Another example of low-hanging
fruit is careful voyage planning to
maximize the use of favorable currents and to minimize running time.

When I recently voyaged from
Isla Mujeres, Mexico, back to the
Florida Keys, I spent days waiting for
several tropical systems to clear out.
During that time I also studied the
Naval Oceanographic Office charts
(https://oceanography.navy.mil/legacy/web/cgi-bin/graphic.pl/metoc/
40/145/0-0-17/0) showing the
Yucatan and Gulf Stream currents.
A huge loop current extends from
the Yucatan well up into the Gulf
of Mexico, before descending back
down toward Cuba. We aimed to
get into the favorable current as
quickly as possible, where we
gained as much as 3 knots over the
ground! And we avoided heading
straight into the bad current on the
other side of the loop. When youre
getting a boost of 3 knots you can
cover a lot of additional territory
chasing the current and still come
out ahead. Similarly, when heading
north from ports on the east coast
of Florida, it pays to head offshore
at a right angle until well out into
the Gulf Stream in order to pick
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22_29_ON173_corresp.qxd
8/29/08
5:29 PM
Page 22
CORRESPONDENCE
Rhea Smith
Oops, because of your great

length, you are too heavy for
the travel lift. Gravely disappointed, Petur told the shipyard managers that we had no
choice but to haul out, so
after a quick conference with
the foreman, they agreed to at
least try.
We were almost too big.
Hanging in the travel lift
slings, the deck was nearly as
high as the lifting sheaves,
with not much air below.
With the keel hanging
straight down at an unnatural
angle we had to sit perched in
the lift for three days with the
bow blocked ashore and the
stern hanging over the water,
while Petur labored at cutting
off the centerboard. It was like
a gigantic popsicle: 7 tons of
stainless-steel-clad lead, 14feet-long and 12 inches at its
thickest, where the 4-inch pin
From centerboarder to long keel

Above, the
owners of the
72-foot ketch
Dagny work at
cutting away the

vessels massive
swing keel.
Right, once the
keel was
removed, its
outer skin of
steel had to be
removed to
expose the lead
core, which was
then melted
down into 60-lb
ingots.
into Shelburne Harbour in

Nova Scotia aboard our 72foot ketch Dagny, happy to be
at journeys end. My Icelandic
companion, Petur, and I had
just completed a long, stormy
passage from Florida. We had
come to have Dagny (which
means new day in Icelandic)
undergo a major modification: removing our massive
centerboard and replacing it
with a long keel.
We anchored outside the
yacht club and went ashore to
phone Canadian Customs.
Wasting no time, we walked
four kilometers to the industrial shipyard we had previously made arrangements
with. When Id phoned from
Norfolk, the secretary had
said, Yes! We can handle any
size! Come on! However,
when we got there, she said,
Rhea Smith
To the editor: We motored
went through. Inside, the

entire saloon and galley were
coated in white fiberglass dust
from sawing through the centerboard trunk with a grinding wheel.
We blocked up the boat in
a nearby yard with limited
facilities for live-aboards, but
with every kind of workshop
requirement for ship repair.
There we spent the next three
months converting Dagny
from centerboarder to long
keel.
Petur kept us all busy while
he planned his project and
ordered his supplies. On
Monday morning his blackiron pipe was delivered. It was
22 feet by 6 inches; he laid it
under the boat in a shallow
trench he dug. If the lift had
been able to raise us higher,
our keel would be deeper.
Passing people discussed the
project constantly, preventing
work from continuing. As it
was, Petur figured wed have 7
feet draft. I confess I was a bit
doubtful but had to trust
Peturs good judgment, as I
hadnt seen him do anything
stupid yet.
While our crewman,
Ambrose, spent his days
grinding down to the bare
fiberglass, Petur built fiberglass framing and glassed the
iron pipe onto the bottom of
the boat, layer by layer. Even I
got involved in crucial
9/3/08
11:34 AM
Page 23
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8/29/08
5:30 PM
Page 24
CORRESPONDENCE
Left, the new keel was composed of

a lead ingot-filled, 22-foot iron pipe
that the owners fiberglassed to
Dagnys bottom. Below, the finished
vessel with its new long keel sits in

the travel lift ready to be
relaunched at the marina in Shelburne Harbor, Nova Scotia.
Rhea Smith
Rhea Smith
moments when extra hands were

needed to hold up the measures of
woven glass-fiber cloth, using rollers
dripping with blue resin, pressing
air bubbles from the material with
special steel rollers, and repeating
the process for another layer until
the new keel took shape. We used
one hundred gallons of resin.
Meanwhile we enjoyed the
northern beauty tall pine and
spruce trees, easy bike rides on gentle hills with cool breezes. We were
welcomed into the yacht club for
dinners, draft-beer parties and
dances. Friendly folks invited us to
their homes and one couple lent us
a truck for a few days. People were
very curious and constantly drove
around the shipyard.
One man advised
Petur that he had melted
down his lead keel using
a propane cooker, and
lent Petur his old one.
But before Petur could
start melting the lead, he
had to get the stainless
steel skin off. Again, he
succeeded using the cutting wheel

of his grinder. When it was too
rainy or foggy for fiberglassing, he
stood beside the blocked up boat,
where a crane had deposited the old
monster, and aimed his propane
torch onto the lead, with the
propane cooker roaring below, until
it heated enough to start dripping
molten metal into special molds
hed made using pieces of his 6-inch
iron pipe. Each mold made a 60-lb
ingot.
We began to race the clock. Days
were growing shorter and colder,
leaves were turning red and orange,
and fiberglass resin was taking
longer to cure. Winter storms were
on the way and we needed to hurry
and head south. Life on the dry was
getting old.
One day in mid-October there
was too much frost for glassing, so
Petur demonstrated more genius
and showed us how to pack lead
into a 22-foot-long pipe. Simple
8/29/08
5:31 PM
you just poke the lead bars into one

end! They slide deep into the pipe,
with the help of a little leverage. He
hooked his fishermans anchor into
one end of the pipe, and cranked on
the other end of the chain with a
lever. My job was to bolt on pipe
extensions as the bars slid deeper. It
was fun and fast, working together
in unison.
Mr. Buddy, our boatyard boss,
dug out his big kerosene heater and
Petur began to spend his afternoons
and evenings drying the latest layer
of resin with heat. He had to stay
with it, monitoring the progress
without overheating any one area.
He got us busy with a hand-held
heat gun too. It was even more boring than watching paint dry.
The boatyards surrounding us
were filling with summer yachts
hauling out for winter storage. With
last-minute urgency, we took care of
those other jobs one does while on
the hard replacing the steering
cable, slapping on antifouling and
the re-certification of the emergency
life raft. Hectic days of getting the
sails back on, putting the boat back
together, spares and junk and supplies to be stowed. We invited two
young men to sail with us, and I
started to provision the boat in
readiness for the 700-mile passage
to Bermuda.
Finally the day came for launch.
Before the final coat of paint was
cured, the travel lift slings hoisted us
up, smearing the antifouling paint
around the waterline I had so carefully tried to perfect. We moved to a
dock, ordered a cement truck, and
poured 4 yards of cement through
the pilothouse hatch, down the
Page 25
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8/29/08
5:31 PM
Page 26
CORRESPONDENCE
companionway on a plywood
trough, and into the empty keel
box. Ambrose was able to fit down
there, packing layers of lead bars
and jumping out while the next
dump of cement came down. Three
tons of concrete plus 5 tons of lead
equals one heavy keel.
On sailing day, the concrete was
not even fully hardened. It was the
3rd of November, and with ice
floating in the harbor and little balls
of snow sitting around, we hurried
to fuel, interrupting the marina in
the process of removing the floating
docks. I foolishly tried to hose the
ice off the deck, adding water that
instantly froze. Dreaming of a few
degrees south and warmer weather,

I was immensely glad we had a dry
pilothouse.
We raised sails in the harbor
with well-wishers waving, and I
could instantly feel the change in
the boat. It moved differently. I
grabbed the helm from one of the
new boys and overcompensated,
panicking a bit. It was daunting,
heading out into the cold North
Atlantic with an untried keel, but I
trusted Petur and kept my worries
to myself.
We soon learned that the keel
was plenty heavy, but we could no
longer set the sails, bungee cord off
the steering wheel to lock the rud-
der, and let the boat do the driving.

We had to steer, and there was a lot
more stress on the steering. The
boat seemed faster, though, and
better at going upwind.
Its been two years now, and we
are still happy with the keel. Weve
sailed to Venezuela and back.
Weve replaced the steering cable.
Now we have a new project: Either
extend the bowsprit, so we can
carry more, sail forward and return
to hands-free steering, or else get
an autopilot!
Rhea Smith is a freelance writer who lives
aboard the 72-foot ketch Dagny with her Icelandic partner.
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8/29/08
5:32 PM
Page 27
Digital camera celestial navigation

beach for sun altitudes between 4
and 6 show the average line of
position to be within four nautical
miles of position derived from
GPS. Precision is limited by
rounding to the nearest millimeter
on laptop screen measurements.
Example:
Semidiameter 15.73 (by navigation computer)
Full diameter 31.46
GPS latitude 34 09.8 N, longitude 119 14.0 W
Height of eye 8 ft.
GMT 02:44:00, Date 07/03/08
Greg Rudzinski
Even if you have no

sextant, you can use a timed digital photo of the sun at low altitude to generate a line of position. For this task I use a Canon
PowerShot A560 set at three
power optical zoom, seven
megapixel, and ISO 800. The
high ISO setting helps reduce camera shake on a moving platform.
The digital image of the sun
(using a shade filter held out in
front of the camera covering the
sun) is downloaded to a laptop,
cropped, rotated, and enlarged so
that the sun has at least a 20 millimeter screen diameter on the laptop. This limits altitudes to about
6. Measurements are made using
a ruler directly on the laptop
screen. The almanac diameter of
the sun is given at approximately
To the editor:
Use a digital
camera image,
instead of a sextant, to get a sun
line of position.
Left, the sun
seen through
sextant shades.
32 minutes of arc. Knowing this

will allow the ratio of the laptop
screen measurements to yield an
altitude of the suns lower limb
above the horizon in minutes of
arc. You need to convert minutes
of arc to degrees and minutes and
then correct for refraction, dip,
semidiameter (and temperature
and pressure, if necessary). Perform normal sight reduction for
the GMT time of the suns photo
to get an azimuth and intercept.
Preliminary trials from the
Laptop measurements in
millimeters:
Horizon to lower limb 226mm
Sun diameter 27mm (Measured
horizontally to avoid refraction differences between upper and lower
limb in a vertical measurement.)
(226)(31.46)/(27mm) = 263.3 =
4 23.3 sun hs
Corrected and reduced to an
azimuth 294.8 and intercept 0.4
away (by navigation computer)
(not corrected for temperature and
pressure). The Nautical Almanac
A4 table shows an additional +0.5
correction for a pressure of 29.9 in.
and a temperature of 70 F
iPhoto was used to enlarge and
crop sun images.
Greg Rudzinski is a retired merchant
mariner who lives aboard his Offshore 38,
Nightcap, in Southern California.
8/29/08
5:32 PM
Page 28
CORRESPONDENCE
Voyagers analyze
their energy impact
To the editor: There is a great deal of
talk these days about being environmentally green. Kathy and I have
been voyaging for more than 25 years
on the same boat. In the past weve
lived full time on our 35-foot sailboat
Endeavour. More recently, the two of
us have lived aboard the boat six
months of the year.
Dick deGrasse
Electric energy
Our total daily electric energy usage
averages approximately 55 amp-hours
without either heat or air conditioning. To be certain, there are a few days
each winter when heat or air conditioning would make our boat more
comfortable; thankfully, most times
local breezes lessen the need. Voyagers
who anchor out sometimes have diesel
or propane space heaters; very few
have electric air conditioning. Boats
tied to marina slips are frequently
shielded from local breezes
and, as a result, resort to electric heat and air conditioning.
Living on a marina boat is
much less green and uses
resources more closely
approaching land dwellers.
We moor or anchor most
of the time and have all the
necessary modern conveniences except heat or air conditioning. Our daily 55 amphour usage is for refrigeration,
laptop computer, SSB radio,
stereo, lights and computer DVD
viewing. Most voyagers we know use
more electric energy than we do:
about 100 amp-hours each day
depending on the size of their refrigerator/freezer, watermaker, microwave
oven, SSB radio usage, computer use
and hours of TV and DVD viewing.
Our daily use of 55 amp-hours is
equivalent to 1,320 watts per day or
40,000 watt-hours (40 kilowatt hours
kwh) of electricity each month.
One hundred amp-hours is equivalent
to 2,400 watts per day or 72 kwh per
month. An average house on shore
uses between 200 to 300 kwh of electricity each month not including electric hot water heating. Even at 100
Even though solar panels cant provide for all the needs of a voyaging
boat, a panel or two can make a difference in reducing your fuel budget.
We provide for our own energy

needs, we either make fresh water or
carry it aboard; sewage is pumped
into a holding tank then into a pump
out boat and we recycle everything.
What troubles us is when land
people blame voyagers for various
environmental infractions when just
the opposite is true: we are the most
environmentally conscious people
imaginable. We can attest to the fact
that the vast majority of voyagers
practice strict environmental conservation and are as green as possible.
amp-hours per day the modern voyager uses about one-third of the electricity of homes on land.
Sources of energy
There are five sources of energy on
voyaging boats: gasoline, diesel,
propane, solar and wind.
Solar: Our 64-watt solar panel provides 15 to 20 amp-hours of electricity
each day in southern waters. We plan
to exchange our present panel for a
130-watt panel because the new higher output panel will fit in the same
space as the 5-year-old, 64-watt panel
and provide twice the electric energy.
Wind: Wind generation contribution to battery charging is always an
unknown. Most days our wind generators daily energy contribution is less
than 10 amp-hours unless the wind
blows continuously over 15 knots. A
few days each season our 400-watt
Ampair wind generator will top off
the batteries when the wind blows 15
knots or more for at least 24 hours.
Gasoline: Gasoline is used to
power our 3.5-hp 4-cycle outboard
motor and our 2,000-watt Honda
generator. Since solar and wind systems cant meet our daily electricity
budget we rely on the gasoline generator. The Honda runs approximately
one hour each day and produces 35 to
40 amp-hours via our Heart 1000watt battery charger/inverter. We
make at least three trips ashore each
week in our 9-foot inflatable dinghy
using the 3.5-hp outboard. The
Honda uses about 0.5 gallons of gasoline each day to top off our 330-amphour battery bank. Occasionally, we
use the Honda to power our vacuum
cleaner, heat gun to strip varnish, and
other applications we do not wish to
8/29/08
5:32 PM
run through the DC to AC inverter.

The outboard and the Honda generator use about 20 gallons of gasoline
each month.
Diesel: Diesel fuel is used to
power our 30-hp inboard engine. We
no longer use the diesel engine to
charge house batteries even though
we originally installed a 130-amp
alternator for this purpose. The diesel
engine is used exclusively to move the
boat from place to place. We average
100 engine hours each winter. Before
acquiring the Honda 2000 generator
we averaged 300 engine hours each
winter (mostly to charge batteries).
Diesel fuel consumption, efficiency
and charging rates and the Honda are
about the same. The Honda is far
more cost effective considering
replacing or repairing it compared
with repairing or replacing our 30-hp
3-cylinder inboard Westerbeke diesel.
At a rate of 0.33 gallons per hour we
consume about 30 gallons of diesel
each winter. At $4.00 per gallon we
spend about $120 each winter for
diesel.
Propane: We have two aluminum
10-lb tanks located on the transom.
On average a single tank will provide
fuel for the two-burner Tasco stove
and oven for five to six weeks. We
typically use four tanks per winter. At
$9 each filling we spend about $36
per winter for propane.
Our total energy costs for six
months: $636.
Dick deGrasse is a USCG veteran
and holds a USCG master license for
power and sail. He and his wife Kathy
live on the 34-foot sloop in southern
waters in the winter and summer at
their home on Islesboro, Maine.
Page 29
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30_34_ON173_voyaging.qxd
8/29/08
5:33 PM
Page 30
OCEAN VOYAGING
stopped off there and had

nothing but good things to
report. It was 25 years before
I found myself once again
sailing south from the Canary
Islands, aboard Balna, our
42-foot gaff cutter with my
Swedish-born wife, Ulla.
by Andy OGrady
The exotic
Cape Verde
Islands are a
mix of
Portuguese
and African
culture and
are worth a
transAtlantic stop
Top, The boom
of Andy
OGrady and
Ulla Norlanders 42-foot
gaff cutter
Balaena with
the mountains
of So Vicente
Island in the
background.
warm wind on the

quarter, regular seas
and clear starlit nights
are the stuff of dreams
dreams that become reality
when we reach the tropics
and sail with the trade winds.
Returning from the Old
World to the New World,
almost everyone sails from
Madeira or the Canary
Islands to the Windward
Islands of the Caribbean. On
this route, the Cape Verde
Islands make an ideal place to
pull over.
Many of us sail for the
chance it offers to meet new
people and visit exotic places.
So it is surprising that only a
handful of the hundreds of
yachts making the trade-wind
crossing every winter choose
to stop at Cape Verde. The
islands offer an almost unique
opportunity to visit a developing African nation with a
distinct culture, friendly people and useful facilities that is
making a success of independence.
When I first sailed that

way in 1982, people were full
of stories about corruption,
theft and an unwelcoming
communist government. So,
en route to Barbados, I decided to give the islands a miss
and sighed wistfully as they
passed by 100 miles to the
east. Later on, I found that
French voyagers did not have
the inhibitions of the British
and Americans and many had
Andy OGrady
Africa in the Atlantic
Lucky meeting
Sail on the port bow, I called
to Ulla. Just then the VHF
came to life: Balna, this is
Skylax. Balna and Skylax had
departed from opposite sides of
the Canary Islands group a day
apart and had chatted daily on
SSB radio. The passage went
smoothly for both boats, fast
sailing on a reach in the predominantly easterly winds.
Even though we were sailing
the same waters, at any one
time we experienced quite different wind strengths. On the
whole it seemed that Balna,
starting further west, had fresh-
8/29/08
5:33 PM
er breezes. Fishing was a

favorite topic of conversation,
we both lost lure after lure
without ever managing to pull
a fish aboard. The two boats
were looking forward to having a stay in port together, but
we werent racing or even making a conscious effort to coordinate our arrival.
And now, a few hours
before our landfall at So
Vicente, the two boats came
together on the high seas. They
are both designed by New
Zealanders, but are from different ends of the design spectrum, yet Balna with her long
deep keel and tanbark gaff sails
had caught up with Skylax
with her winged fin keel and
shining white sails. Rod kindly
rolled in a little sail and
allowed Balna to come alongside for some mutual photography before we sailed side by
side into the anchorage.
Page 31
For six years we have

worked with Rod and Lu
Heikell on our guide to the
sailing routes of the world,
Ocean Passages and Landfalls.
But this was the first time we
had ever met whilst sailing. It
had been Rods idea to meet in
Mindelo, Cape Verde. It is one
of the ports included in our
guide so a stop was almost
mandatory. But we were also
drawn by a common love of
Portuguese Fado music and
these islands have their own
brand of this soulful and
haunting sound called Morna,
best known in the outside
world from the singing of
Cesaria Evora.
The sun was sinking and
the breeze blowing strongly
from the land as we rounded
up and let go the anchor. The
holding was good in deep sand
and when I dived the next day,
the anchor had buried itself
deeply. All around us were
yachts of many nations and we
quickly learned that there were
many arrivals and departures
every day. Further out in the
bay there was a large collection
of old ships and fishing boats
that seem to have been left to
sink at anchor or eventually
break free and drift onto the
beach. With the prevailing
wind they did not pose any
danger to the yacht anchorage.
Andy OGrady
Arid, sun-baked islands

Originally the islands supported some agriculture and
Africans were brought there to
Lu Heikell
work as slaves on sugar cane

plantations. Over-exploitation,
grazing by goats and deforestation turned all but the highest
of the fourteen islands into a
sandy wasteland. The sea has
always been important to their
economy and since the decline
in agriculture, the sea has been
the cornerstone to any prosperity the islands have enjoyed.
Since the days of Columbus
they have received a large
number of visits from foreign
ships. First as a strategic stepping-stone on the sailing route
to the Americas, next as a coaling base for steamships and
lately for their fishing grounds.
Now yachtsmen are beginning
to play their part in the economy of this little nation, which
is otherwise heavily dependent
upon foreign aid. We met
yachts from all corners of the
world: Norway, Japan, New
Zealand and New England.
The scenery of So Vicente
Above, the
cutter Balaena
underway in
the trades, sailing toward the
Cape Verdes.
Left, the Bay of
Porto Grande
and the port of
Mindelo, So
Vincente.
Shops and
services are
within an easy
dinghy ride of
the yacht
anchorage.
8/29/08
5:34 PM
Page 32
OCEAN VOYAGING
Above, fishing
boats pulled
ashore on one
of the more
exposed
beaches on
the north side
of So Vincente.
is strongly reminiscent of parts

of Mexico. Rugged rocky
mountains with a generous
covering of red sand set off by
a brilliant blue sea. The sparse
to non-existent vegetation of
lower islands is in sharp contrast to the rich marine life of
the surrounding waters. Some
islands, such as So Vicentes

neighbor, Santo Anto, are high
enough to collect the clouds,
receive rain and have a topping
of forests and plantations.
A yacht-friendly stopover
We were a little nervous as we
rowed ashore clutching pass-
Alfred Wood/Ocean Navigator Illustration
The Cape Verde Islands, off the coast of West Africa, arent visited by voyagers as frequently as the Azores or Canaries,
but the islands are worth a visit to see a developing African country with friendly people and a distinct culture.
ports, ships papers and the

important clearance document
that had been so difficult to
obtain in Europe. Portuguesespeaking nations have a wellearned reputation for excessive
bureaucracy. Cape Verde seems
to have learned that unnecessary procedures, delays and
corrupt officials will put off
visitors. Clearing in and out
was simple, quick and efficiently carried out with only a
minimal charge for the use of
harbor facilities. English and
French are spoken by quite a
few people, which makes all
the procedures easier. The
authorities have also worked
hard to discourage crime, and
with sensible precautions,
made this a safe place to visit.
We were soon cleared in and
able to stroll around the town
and inquire about Internet
connections, watering holes,
eating places and when we
could hear Morna.
An enterprising, Englishspeaking local had opened a
bar providing all these things
strategically placed on the
main street and called the
8/29/08
5:34 PM
Page 33
Routes to and from the Cape Verde Islands

Barbados. For most people this
Sailing to the South
would mean the longest ocean
Atlantic: Cabo Verde is a great
passage was only 14 to 18 days.
jumping off point for the sail to
Prevailing winds are NE so the
Brazil. Unlike the route to the
sail should be a run or broad
West Indies this is not a direct
reach.
passage. Once south of the equator, the trade winds blow from
Senegal option: Senegal is
the southeast and the current is
Alfred Wood/Ocean Navigator Illustration
the mainland African country
pushing west so that it is impor-
nearest to Cape Verde. Fortunate-
tant to try and cross the ITCZ far
ly it is also one of the more stable
enough to windward to be able
nations of the continent and has
to lay a course to the east coast
earned a good reputation with
of Brazil. For most boats means
visiting yachtsmen who enjoy
this crossing at around 25 W to
navigating several of the long
27 W. Steering south from Cape
rivers leading into the great con-
Verde, with the northeast trade it
tinent. (Gambia is a small nation
should be a simple run but can
that lies along one of these rivers
be a bit of a rolling reach if it is
or, like us, sailing south across the
and is almost encircled by Sene-
blowing from the east.
The trade winds of the north
trade winds to Brazil. Of these
gal). It is not uncommon to steer
Atlantic must be the worlds
many hundreds of yachts all but
to Dakar from Cabo Verde, indeed
South Africa have stopped off
busiest ocean highway for sailing
a few will take a route that pass-
this route is so well recognized
here before continuing down the
vessels. A great way to spend a
es close to Cabo Verde.
that one of the transatlantic ral-
west African coast and rounding
lies sails this way. With the pre-
into the Gulf of Guinea (in sum-
vailing northeast wind this
mer there is a SW monsoon that
A North Atlantic circuit:
year is to sail from the U.S. to

Europe in the early summer, pos-
Europe to the West Indies:
Some yachts destined for
sibly via Bermuda and the
A typical passage would be from
should be an easy reach. Howev-
favors them) before sailing hard
Azores, spend the summer on the
Santa Cruz de la Palma, in the
er, we discovered that the wind
on the wind across the SE trades
Atlantic coastline or in the west-
Canary islands to Barbados,
can blow from east for quite long
until they pick up westerlies and
ern Mediterranean and in the fall
steering southwest from the
periods. We had to sail on a reach
can sail in to Cape Town.
head south to the Atlantic Islands
Canaries until you have steady
all the way from the Canaries to
for a December crossing to the
trade winds at around 20 N and
Mindelo and after a stay of a
Caribbean and home again in
then west to Barbados. This
week it was still only just north of
lie not far from the north-bound
spring. Many European yachts
makes a passage of about 2,750
east. We were not able to lay our
route taken by boats heading
are doing the same thing. Char-
nautical miles. I made this trip in
course for Senegal and sadly had
back to Europe from the South
ter and private yachts that have
1982 in my 26-foot sloop Skugga
to change our plans and sail
Atlantic. It is simply a matter of
spent the summer in the
and it took 27 days, more modern
directly to Brazil. My opinion is
close reaching across the trades
Mediterranean are on their way
boats take around 20 days. How-
that boats wanting to visit Sene-
to the Azores, from where most
to the West Indies as well. Then
ever, stopping in Mindelo on the
gal should sail directly there from
parts of Western Europe are
there are those who are out for a
island of So Vicente, adds only
the Canaries and then on to Cape
accessible.
longer voyage and will be head-
100 miles, with a sail of 850
Verdes. Then depart the Cape
ing on to Panama and the Pacific
miles to Cabo Verde and 2,000 to
Verdes for points west.
Back to Europe: The islands
Andy OGrady
8/29/08
5:35 PM
Page 34
OCEAN VOYAGING
Balaena and
Rod and Lu
Heikells
Cardinal 46
Skylax lie in
the anchorage
at Mindelo.
Below, at the
Mindelo
market Ulla
Norlander
gathers fresh
provisions for
Balaena s
passage to
Brazil.
34
Yacht Club. Yes, he assured us,

he would have live music on
Saturday and Sunday, starting
early in the evening and not at
midnight as was favored by
most other places.
Gathering together the
crews from several boats, we
made our way up to the Yacht
Club for a fresh tuna dinner
just below the little stage.
Morna is a homegrown musical style, clearly rooted deep in
African rhythm and themes,
but with a strong vein of Portuguese tradition and a fasci-
nating mixture of voice, strings

and drums. We were entranced
by the skillful playing and soulful singing. The musicians in
this little bar, performing for a
mixture of yachties and locals,
could hold their own on any
stage in the world.
Even though the surrounding landscape is hot and dry
there is a surprising amount of
first class food to be found.
Presumably the fruits and vegetables are grown in the highlands of neighboring islands
and brought to market on busy
ferries that ply back and forth.

Fish is abundant and superb.
The local spirits make fine
drinks and good Portuguese
wine is cheaply available. So we
were able to eat out in style.
Apart from the importance
of stocking up for the long
crossing ahead, the main market is well worth a visit just for
the pleasure of it. Floors and
stalls are spotlessly clean and
there seems to be a wide variety
of produce on sale. It is a pleasure just to lean back and watch
the activity. Colorful clothing
is the rule and Cape Verdeans
are handsome people as they
go about their daily business.
What the market could not
supply, the small supermarkets
did and, with a cheerful wave
from new friends and old,
Balna left well stocked for her
voyage to Brazil.
Andy OGrady and Ulla
Norlander live and voyage
aboard their 42-foot gaff-rigged
cutter, Balaena.
5:35 PM
Page 35
YACHT REVIEW
8/29/08
American
35_56_ON173_yacht_review.qxd
Circe
Bequia
Outbound 52
Hodgdon 64
Nordhavn 56MS
Five new
voyaging
designs from
Ted Fontaine,
Robert Stephens,
Tim Kernan,
Bill Tripp and
Jeff Leishman
Swiftsure Yachts, Seattle, Wash.
The Outbound 52,

designed by Tim
Kernan, achieves the
sleek look of an aft
cockpit vessel in a
center cockpit design.
designer Ted
8/29/08
5:36 PM
Page 36
Fontaine
builder
Cuyler Morris, Bass Harbor, Maine
Circe
Onne Vander Wal
A voyaging collaboration
illustr
ation
ator
avig
an N
heads. Morris Yachts world-class

craftsmen and engineers completed
all joinery, systems installations,
paint, finish work and rigging.
The yachts design is based
upon the owners accommodation needs and offshore sailing
requirements. Circe is geared
toward single-handed and
short-handed sailing, and
as such the rig is manageable with a mast height
of 79 10 above the
waterline. All sheets
and control lines lead
back to the cockpit
and include a
Alfre
dW
ood/
Oce
he latest collaborative
project from Morris
Yachts in Bass Harbor,
Maine is the 57-foot
sailboat Circe. The designing and
building of this boat was the result
of a group effort by the yachts owners, designers and builders. The
Fontaine Design Group of
Portsmouth, R.I., drew the elegant
the plans for the offshore pilothouse
sloop, which is vaguely reminiscent
of an earlier Fontaine design,
Amelia3. State-of-the-art fabricator
and boatbuilder Goetz Custom
Boats of Bristol, R.I., built the hull,
house, deck and structural bulk-
STORY BY JOHN SNYDER

Leisure Furl manual in-boom
furling system with a Reckmann
RF-50 furler on the headstay. The
rig is carbon fiber and built by
Offshore Spars and the standing rigging is by Navtec.
An experienced sailor, the
owners plans include some
long-distance voyaging
without being relegated
to spartan accommodations. To that end, the
boat has been
equipped with a
fully appointed
walk-through galley with sizable
Corian counters. The
comfortable
main saloon has a
concealable flat screen
plasma television that rises on the
8/29/08
Page 37
Interior cushions, bedding, etc. are

all custom made by Chesapeake
Interiors of Annapolis, Md.
Comfort and safety during offshore and foul weather passages is
assured with the addition of a pilothouse. It has a retractable sunroof,
but is also heated for chilly nights
and provides excellent visibility.
The helm was also designed with
comfort and practicality in mind
a hard dodger to keep the watch
crew dry and smiling. The steering
system is a Lewmar Mamba Royale
BH10 torque tube system.
Performance is equally as important to the owners as comfort. They
wanted to keep the yacht as small as
possible while maintaining its func-
tionality. The hull represents the latest evolution of designer Ted

Fontaines shallow draft-centerboard
Delta Form hull. Fontaines 6-foot
draft design emphasizes form stability via its substantial beam and minimizes wetted surface by creating
steep deadrise hull sections with soft
U-shaped fore and aft sections. The
high-lift hull form combines low
wetted surface with a high interior
volume. Boat speed is maximized
while shoal draft broadens the
owners cruising options. The boats
centerboard system is a manual lift
system consisting of a fluted stainless steel box and pipe mounted to
the centerboard trunk. The lifting
penant is led through the pipe to a
The M57s large

center cockpit
provides easy access
to the side decks. A
hard dodger is open
to the stern and
features a sliding
hatch for visibility and
ventilation. Coaming
grab rails are
mounted just above
the seat backs.
Below, the owners
cabin features a kingsize centerline berth.
Along with port lights,
the aft cabin has two
large hatches for
added ventilation.
Like all Morris yachts
the fit and finish is
exquisite from the
interior joinery to the
custom stainless steel
deck hardware.
AYR credit right
centerline, a bar and a U-shaped settee that converts to a double berth.

The galley is fitted with a Force 10
three-burner propane stove, custom
stainless steel stove hood and a
microwave oven. There is also a railmounted stainless steel Trail Blazer
propane grill. A Spectra Ventura 150
gal/day watermaker supplements the
fresh water tanks on extended passages. The custom stainless steel
reefer/freezer is built by Ocean
Options and uses a Sea Frost BDxpx
refrigeration system. Air conditioning is by a Marine Air Vector Compact unit while cabin heat is covered
by an Espar D8LC 27,300 BTU/hr
diesel-fired hot air heater with vents
in the cabin and saloon as well as
under the hard dodger.
As with the fit and finish of all
Morris Yachts, the interior joinery
is flawless and graceful and features satin-varnished teak. Fiddles, handholds, window valances
and other details are gloss. The
hull sheathing is creamy white
and offset by a teak and maple
sole sealed with a durable
polyurethane.
Circes accommodations
include three cabins, two forward
and a large owners cabin aft. The
forward cabin has a double veeberth followed by a port cabin
with over and under crew bunks.
Both cabins share a full head and
shower. All heads are by Tecma.
The owners cabin has a centerline
king berth flanked by two settees,
a desk/vanity with accommodations for a laptop and an en-suite
head with shower. The boats
locker doors are woven cane for
aesthetics as well as ventilation.
5:36 PM
Onne Vander Wal photos
8/29/08
5:37 PM
Page 38
Circe
deck block aft of the mast collar
then through a sheet stopper to a
dedicated electric winch located on
the starboard side of the coach top.
The yachts engine room is
designed as a watertight space. It is
accessible via a watertight door at
the aft end of the galley and watertight door in the aft shower which
has a flush-mounted handle. The
doors are A-30-rated aluminum and
were built by Pacific Coast Marine
Industries of Everett, Wash. There is
also overhead engine room access
via the cockpit sole in the form of a
soft patch for potential removal of
main engine. The engine room is
insulated with a system designed by
Novotechnik in the Netherlands.
The system is a combination of
materials that include Iso-Cor 3mm
cork-rubber dampening sheets and

3M Thinsulate 6710. The entire
surface of the engine room bulkheads is covered with Visco Damp
PDP dampening paper. Additionally, the underside of the cabin sole
is lined with cork-rubber sheeting
to provide a resilient barrier
between sole and cockpit. The
sheeting also provides an acoustic
boundary for sound from the
engine room. The area above the
prop is also fitted with damping
tile.
Circes auxiliary power comes
from a Yanmar Type 4LHA-HTP
marine diesel (124 hp @ 3,100
rpm) with a Centek exhaust system. The shaft is connected to the
gearbox via an Aquadrive B20 coupling driving a three-blade Flex-o-
Fold folding propeller. The boats

24V DC power is supplied by two
primary battery banks that are
charged by a Mastervolt Alpha
24/150 engine alternator and a
Mass 24/100 battery charger. For
maneuverability there is a Lewmar
Model 250TT 8 kW bow thruster.
On deck the gear includes Lewmar 68 CCEST primary winches
and Lewmar 65 CCEST secondaries. There is also an Ideal 24 VDC
vertical windlass with Lewmar foot
controls. All of the custom stainless
steel deck hardware castings are by
New England Castings of Hiram,
Maine.
Custom Navigation Systems of
Westbrook, Conn., provided Circes
integrated electronics system. The
heart of the integration is the
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8/29/08
NavNet vx2 Ethernet-based network. It includes Ockham Matryx

graphic displays that are easy to read,
weather tight, and can provide up to
18 pages of information. The electronics package is complemented by
Furuno 1834 CBB radar, Furuno
NavNet GPS/WAAS chart plotter
and weather fax. A NautiComp 12inch LCD computer display is
mounted on the starboard side of
the nav area in the hard dodger. A
Motion Computing LS800 tablet
computer handles navigation at the
helm. The autopilot is a Simrad
AP25-CH-3D mounted at the Nav
Station with a second station display
AP26 mounted in the cockpit at the
helm. For communications there is
an Icom M802 SSB transceiver,
Icom M504 DSC VHF and an Eric-
5:37 PM
Page 39
sson cellular phone terminal.

The new yacht is testimony to
the owners vision in bringing
together these marine talents. The
skill and experience of Circes collab-
orators are evident throughout this

magnificent new yacht and are also
testimony to what is possible when
the best in the business come
together.
Circe
Designer
Builder
Contact
Builder
Contact
Dimensions
Displacement
Sail Area
Engine, Propulsion
& Steering
Yanmar 4LHA-HTP diesel

124 HP @ 3100 RPM
Ted Fontaine, 401-682-9101, www.fontainedesigngroup.com

Cuyler Morris, Bass Harbor, Maine
207-244-5509, www.morrisyachts.com
Eric Goetz, Bristol, Rhode Island,
401-253-2670, www.goetzboats.com
LOA 57 LWL 42 2 Max Beam 16 1
Beam (Waterline) 11 1
Draft (Centerboard up/down) 5 11/13 2
52,082 pounds
1,447 sq ft Mast height above waterline 7910
Capacities
Other
Fuel 254 gallons

Water 257 gallons
Hull
Molded fiberglass/wet layup
Navtec standing rigging

Reckmann headsail furler
Leisure Furl in-boom mainsail
furler
designer Robert
8/29/08
5:37 PM
Page 40
Stephens
builder
Steve White, Brooklin, Maine
Bequia
John Snyder
At 90 LOA Bequia
is the Brooklin Boat
Yards largest
project to date.
Inset, Brooklin Boat
Yard owner Steve
White has received
several inquiries
from abroad. In
hopes of more
projects like Bequia
the yard has
increased its Travel
Lift capacity.
Alison Langley
Cold-molded classic
n the fall of 2007 Brooklin
Boat Yard owner, Steve White,
thought that it might be time
to upgrade the yards Travel Lift
to accommodate some of the larger
boats stored at the yard. He purchased a refit 80-ton capacity rig and
rebuilt the Travel Lift piers and
could not have done so at a better
time.
Two years prior, designers Robert
Stephens and Paul Waring of Brooklin Boat Yard Design Associates had
begun design work for a 90-foot
yawl with world cruising capability.
BY JOHN SNYDER
The owners had sought out the yards

resident design team after seeing
examples of the yards previous work,
especially Donald Tofias 76-foot
Spirit of Tradition racing stallions
Wild Horses and White Wings which
were built in 1998. They were drawn
to the graceful sheer and overhangs
that are so much a part of Stephens
work. But the owners wanted more
than a thoroughbred racer; they
wanted the same classic look in a
more substantial yacht that could
take them anywhere in the world in
safety, luxury and style.
Work began on Bequia in the

spring of 2007. At 90 feet LOA and
at cost of about $7.5 million the new
yacht is the yards grandest project
ever, both in terms of design and
construction. The work will take
about 20 months to complete and
accrue approximately 85,000 manhours in labor for the yards 60
employees. Launch is scheduled for
2009.
Like the majority of Brooklin
Boat Yards boats Bequias hull is cold
molded using West System adhesives. It is a composite of Douglas-fir,
diagonal cedar and an outer layer of
Honduras mahogany covered with
two layers of 12 oz. fiberglass and
was built upside down. The yard is
noted for this method of construction, which is comparatively lightweight, low cost and low maintenance. Other advantages include
soundproofing, thermal insulation
and the aesthetics of exposed wood
in the main saloon and staterooms.
Aside from the sheer size of the
yacht, one of the most demanding
tasks has been to integrate the yachts
modern systems into the traditional
deck layout and joinery. A custom
Max Power hydraulic system runs 27
different functions, including boom
vang winches, sail furlers, ground
tackle and a unique starboard boarding platform. The hydraulic system
can be powered by one or both of
the two Westerbeke 15 kW generators, or if silent operation is desired,
the can be run through a DC electric
system. Extensive three-dimensional
computer modeling has allowed the
designers to minimize the intrusion
of the systems on the accommodations. A network of rectangular
Page 41
avig
ator
illustr
ation
s
and includes a full head with two

sinks and a separate tiled shower.
The main saloon has the dining area to starboard and is fitted
with bookshelves and a
gas fireplace to take
the chill off. Custom
made couches provide the seating.
The paneling is
off white to
keep things
bright with additional light provided by elliptical portcean
N
channels below the decking accommodates wiring and hydraulic lines

and also serve to stiffen the deck
itself.
Below deck, the accommodation
arrangement is simple and roomy.
Forward there is a double stateroom
with access to a full head and tiled
shower. Quarters for two to three
crew members are located to port off
the large galley while in the passageway to starboard is a shower, laundry
and a pair of additional bunks for
offshore crew. The large owners suite
is located under the aft cabin trunk
5:39 PM
dW
ood/
O
8/29/08
Alfre
lights and butterfly hatches

on both the forward and
after cabin trunks. The
white panels are offset by
an ebony-stained cabin
sole. The large galley is
fully appointed and
features walnut
countertops.
On deck the
layout is classic
and clean. The
center cockpit
helm is fitted
with
Whitlock steering and has excel-
8/29/08
5:39 PM
Page 42
Bequia
lent visibility over the house. The side
decks are wide and unobstructed.
Perhaps the yachts most elegant feature is the bright-finished deckhouse;
it rounds out the yachts classic
styling with what is essentially an elevated saloon with large windows,
comfortable seating, a spacious chart
table and a modern electronics panel.
Bequias rig is carbon fiber and
was built by Southern Spars of New
Zealand. The sails are 3DL from
North Sails. The main engine is a
Cummins 300 hp diesel with a 1:9:1
gearbox and a three-blade folding
propeller.
Although a complex yacht in
terms of systems, the yachts classic
looks and feel have been maintained
thanks to the engineering and design
work of Stephens and Waring
that, combined with the legendary

skill and craftsmanship of one of the
worlds premier wooden boatbuilders. Like her smaller stable
mates, Bequia has set a new standard
for the breed.
As for Steve Whites new 80-ton

Travel Lift? Once the news of Bequia
spreads, the Brooklin Boat Yard is
destined to become an even busier
place and that lift is sure to get quite
AYR
a workout.
Bequia
Designer
Builder
Contact
Dimensions
Displacement
Mast Height
Sail Area
Engine, Propulsion
& Steering
Cummins 330 HP diesel

QSB5.9
2, 15 kW Westerbeke
generators
Robert Stephens, 207-359-2236, design@brooklinboatyard.com

Steve White, Brooklin, Maine
207-359-2236, www.brooklinboatyard.com
LOA 90 9 LWL 63 5 Beam 19 4 Draft 9
135,000 pounds
109
3424 sq ft
Capacities
Other
Fuel 750 gallons

Water 120 gallons
Southern Spars, NZ
North Sails - 3DL
Hull
Cold molded wood/West

System
Split Lead
SSB Antenna
M
M No need
for backstay
insulators
M Easy installation
M No swaging, no
cutting
M Tough, waterproof, reusable
M Highly conductive RF elements
M Watertight leadwire to antenna
connection
M Stiff 34 LDPE
housing secures
firmly to backstay wire
Communications
expert Gordon West
reports
I have done
numerous SSB ham
and marine radio
checks with this system and have found
no discernible signal
losses, even when
used with a wellgrounded backstay
aboard a steelhulled vessel. The
antenna...can bang
out a signal just as
though it were suspended in mid-air.
GAM Electronics, Inc.

191 Varney Street
Manchester, NH 03102
Phone: (603) 627-1010
Fax: (603) 622-4738
www.gamelectronicsinc.com
gamelectronicsinc@juno.com
Sail Magazine
October 2005
8/29/08
5:39 PM
Page 43
AMEL 54
ITS TIME FOR QUALITY AND QUALITY TIME
This is what your days aboard should be all about. Sharing moments of serenity and adventure with family and
friends. Enjoying the worlds finest stress reliever which is uneventful and effortless passagemaking under sail.
Recharging our souls with the joy that comes from a pleasure filled life at sea, be it for the weekend or around the
world. AMEL ownership is a top quality experience from beginning to end because of the top quality efforts we
make to ensure it is so. If you join the AMEL family, you will only cry once.
QUALITY IN DESIGN. The AMEL 54 was conceived and designed to be the safest, easiest to manage and maintain, as well as the most comfortable sailing yacht in this size range. Yes, thats quite a mouthful but we take delight
in gently proving this to our customers complete satisfaction. A cruising couple can handle her alone in all circumstances, even the most trying. Four watertight bulkheads define six watertight compartments. There is a fully
weather/sun/spray protected helm station beneath a fiberglass dodger. You will enjoy immediate and complete
access to all maintainable components throughout the boat, including a full size/stand up engine and machinery
room beneath the cockpit. Swift and seakindly under sail, 200 miles a day runs are easily obtained. The AMEL 54
is designed to thrive as a live aboard and offshore cruising yacht.
QUALITY IN CONSTRUCTION. Our exclusive one piece/full monocoque construction eliminates the typically
weak, leaky and trouble prone hull to deck joint. All mechanical equipment receives a prototype process where the
installation is perfected at the shipyard so that all production AMEL 54s are virtually identical. This enhances reliability and makes eventual service and repair a process, not a mystery. The standard equipment is the most comprehensive in the industry and includes an all furling rig, powered winches, generator and air conditioning/heat, powerful bow thruster, refrigeration and genuine deep freezer, windlass, sailing instrumentation, GPS and autopilot
just about everything that all of us need to start with. Way more comprehensive than the always abused term sail
away. Options are also prototyped and are extensive enough to make your AMEL uniquely capable of fulfilling
your mission. Options are also installed at the shipyard during the original construction by the employee/owners of
AMEL, each of whom owns shares of stock in the company. Attention to the smallest of details and overall fit and
finish are superb. Each and every component is chosen to best fulfill its function, never just because of the price.
QUALITY IN SALES AND ONGOING SERVICE. AMEL spends a large sum of money each and every year to
train me so I know the AMEL 54 from masthead to keel. I can fully explain any aspect of the boats construction
and outfitting. We have always had a one price/no hassle purchase program. We have never delivered a new boat
even one minute later than promised. We are very proud of our after sales service department. It is the best in the
industry. Just ask anyone who obtained their AMEL from us
JOEL F. POTTER CRUISING YACHT SPECIALIST, LLC

AMELS SOLE ASSOCIATE FOR THE AMERICAS
401 East Las Olas Boulevard, #130-126, Fort Lauderdale, Florida 33301
Phone: (954) 462-5869 Fax: (954) 462-3923 E-mail: jfpottercys@att.net
designer Kernan
8/29/08
5:40 PM
Page 44
Yacht Design
builder
Outbound Yachts, Newport Beach, California
Outbound 52
A capable, comfortable cruiser

BY SUSAN VIETS
Yacht Building Company.

So when the inspiration came
for a center cockpit cutter, larger
with much more of just about
everything: sleek lines, moderate
beam, long waterline, and solid
construction with moderate displacement, Lambert looked for a
designer with the hybrid qualifications to make it a reality. Fellow
Californian, Tim Kernan, trained
as a naval architect, had experience
with racing lines in the design of
his incredibly fast and successful
The Outbound 52 cutter
combines the sleek lines
of an ocean racer and
with the comfortof a
center cockpit boat.
Below deck, the main
saloon is spacious given
the yachts moderate
beam of 154.
hen Phil Lambert,

owner of Outbound Yachts, went
searching for a
designer for his next venture he
had big shoes to fill. The late, legendary Carl Schumacher had
designed the popular offshore voyaging boats the Outbound 44 and
46. Both designs were streamlined,
safe and comfortable choices for
the cruising couple or solo sailor
who wanted to sail a well built
boat, that was engineered with efficiency and was balanced alongside
an extremely comfortable interior
and responsive helm. These relatively affordable yachts have been a
steady seller for Outbound. Lambert himself oversees his boats off
the ways and finds himself living
primarily in Xiamen, China, where
they are built at the Hansheng
68-foot racing sled Peligroso. Kernan, a sailor dedicated to sailing for

the pure joy of it, had also designed
the comfortable and stylish, 55foot voyager Q. With Kernans initial sketches, Lambert knew he had
found his designer and the Outbound 52 production process commenced.
One aspect of Outbound 52
that Kernan and Lambert agreed
upon for their new vessel from the
start was that it would be an eyepopping source of pride for an
owner at anchorage. They wanted
to have their center cockpit vessel
looking and feeling like no other,
and without all of the sectional,
heavy feeling of a cockpit tiered
like a wedding cake and with a
companionway that had a gentle
angle into the area below deck. The
cockpit is relatively narrow and
deep, about 16 inches above the
waterline. The seats are long
enough on which to stretch out,
yet close enough for leverage while
heeling over.
This boat has a molded 1.5-inch
bulwark capped with a teak toe rail
for safety offshore with a touch of
wood to break up the low maintenance surface. Storage space on
deck is ample, with two large aft
lazarettes, a foredeck sail/anchor
Page 45
Nav
igato
r illu
stra
tion
s
look of the vessel overall along with

the practicality of a swim and dive
platform. The thought of stepping
from a dinghy onto the full
width, stable steps of a reverse
transom is a comforting one
to anyone with lots of baggage, children, or shaky
knees.
Strength was also a
primary criterion for
Outbound 52. Her
solid hull is laid with
a foam and fiberglass
grid that incorporates stringers, the
engine bed and
three-quarter
length longitudinals.
Another
safety
measure is
all fore
ean
locker, a large sail/deck gear locker

in the bow with watertight bulkhead and easy access to the anchor
rode. There is also a U.S. Coast
Guard approved stowage locker
topsides for two, 20 lb aluminum
propane tanks (one is already provided). This allows an owner to
have clutter-free decks during a
long passage and at anchor. The
stainless fittings and fixtures on
board are excellent quality, design,
and quantity. The 12 mooring
cleats are also stainless and welded
from underneath, leaving no visible
fasteners. In the stern pulpit an
outboard motor lift is integrated on
either side.
Kernan also spent a lot of time
working out the hard dodger so
that there was no interference in
visibility and that it was not offensive to the eye, but formed a contiguous whole with the bulwark.
The result is a sleek racing look, yet
with all of the functional necessities
of ports, hatches and vents topsides. The gracefully-stepped transom also blends with the smooth
5:40 PM
/O c
8/29/08
Alfr
ed W
ood
Outbound 52
Designer
Builder
Contact
Dimensions
Displacement
Sail Area
Engine, Propulsion
& Steering
Yanmar 4JH4-THE 110 HP

marine diesel
Capacities
Fuel 250 gallons

Water 225 gallons
Kernan Yacht Design, 562-493-1808, www.kernandesign.com

Outbound Yachts, Newport Beach, California
949-544-1227, www.outboundyachts.com
LOA 52 LWL 47 10 Beam 15 4
Draft 7 6 / 6 6 5 11 / 13 2
40,000 pounds (light)
1,312 sq ft
Hull
Fiberglass
Auxiliary Electrical Power

12V 900AMP Mastervolt AGM
batteries & sine wave inverter
Other
Selden in-mast furling,

standard
Optional Leisure Furl in-boom
furling
Lewmar deck hardware and
winches
Hood sails
and aft bulkheads are bonded to

the hull throughout offering stability and strength to the hull.
The 14,000 lb external lead
keel has a high-performance,
low-CG bulb for added stability.
On the Outbound 52s
shakedown cruise from
Norfolk to the Strictly
Sail Miami boat show,
with Lambert aboard
and with the wind up
to 20 knots, the boat
and crew experienced an array of
conditions, from
beating into
short, choppy
waves to 6foot following seas.
There was no
pounding or jerkiness in the chop. The fingerresponsive wheel, a 4-foot, Whitlock, dual-spoke unit connects to
the Lewmar Mamba, direct drive
system turns without any friction.
Lambert realized on this trip that
the three turn steering system recommended by Lewmar was excessive for Kernans finely balanced
sail plan and efficient spade rudder.
To make the helm more responsive
and fun to sail, Kernan plans to
install a two-turn system on subsequent vessels. The wheel is aft
mounted onto the centered
pedestal with compass, engine
8/29/08
5:40 PM
Page 46
Outbound 52
over most waves leaving occupants

dry and comfortable in the cockpit.
The Hood Vectran headsails are
set on Furlex Furlers with a Solant
option for the staysails. At 72-feet
high, the big-rig, three-spreader
Seldn mast carries the verticallybattened main easily, even in conditions of more than 16 knots that
require a reef. Including such a big
rig for long passages is based on
safety. Sailors with a powerful,
responsive rig can get out of the
way of many dangerous weather
systems. Also, when your boat still
sails well during times of light
winds, your passage making time is
reduced overall. Outbound 52
owners will be making good headway before they need to turn on
the engine.
instruments, controls for engine

and autopilot, bow-thruster, and
windlass are placed on the pedestal
to create easy accessibility. With her
moderate displacement, V-shaped
sections and substantial rocker in
the body of the hull, the Outbound
52 tracks extremely well and strides
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Underneath the forward section

of the companionway sole lays the
watertight-hinged engine hatch
easy to access and in the shade of
the dodger. The engine room door
itself can be found belowdeck
tucked next to a starboard side single berth. The berth has drawers
underneath to hold tools. A convenient, stainless steel-topped
workbench is found under the
berths cushion, providing a space
that isnt the cabin sole or the sink
for parts. The well-insulated door
to the engine room has clear directional manifolds for fuel tanks, saltwater and freshwater feeds. The
main engine is a 110 hp Yanmar
4JH4-HTE turning a 22-inch
diameter Max-Prop. Top speed
under power in calm water could
Independent forward
and reverse pitch
adjustments
Patented soft-stop
braking system
German engineering,
precision machining
2, 3 or 4-blade designs
For faster, more

efficient sailing
Hydrodynamic
streamlined shape
Advanced blade
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performance
2, 3 or 4-blade designs
No matter what your choice is; in either case your

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8/29/08
exceed 9 knots. The Outbound

52s electrical systems give it
enough power to meet the
demands of a full boat and modern
amenities such as microwave and
computer use. The house battery
bank is a single 12V 900 amp system with Mastervolt AGM batteries. There is also a dedicated
machine battery separate from the
house panel. A custom AC/DC
panel is located starboard of the
companionway. Two 30 amp 110V
shore power connections are placed
both fore and aft and 110V outlets
are mounted throughout the vessel.
The 6-foot, 6-inch headroom
saloon spreads out generously from
the bottom of the companionway
with a settee to starboard opposite
an L-shaped dinette that can seat
5:41 PM
Page 47
up to six. Four large fixed windows

allow for lots of natural light and
viewing possibilities for those down
below. The Outbound 52 has plenty of handrails throughout her interior on the table, nav station
and beneath the windows. Future
Outbounds will also include a few
deckhead handrails for more handhold options.
Beneath the wonderful .1875inch thick teak and holly floorboards mounted on sealed marine
plywood, are the fiberglass 250-gallon fuel and 225-gallon water tanks
integrated into the hull for added
stability. The sole panels are virtually invisible, locked into place with
a flush mounted locking handle.
The tank placement allows for
plenty of outboard lockers, beneath
The aft owners cabin has a

centerline bunk with plenty
of storage space below it.
The companionway was
designed for a gentle
slope. The nav station is
tucked into a corner of the
main saloon.
8/29/08
5:41 PM
Page 48
Index to Advertisers
Page Advertiser
43
56
47
51
21
c3
52
19
48
28
25
c4
42
53
60
51
20
53
46
28,42
17
60
18
12
Product
Amel Joel F Potter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sailboats

Ample Power Co LLC . . . . . . . . . . . . . . . . . . . . . . .Electrical systems
Balmar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alternators
Cape George Cutter . . . . . . . . . . . . . . . . . . . . . . . . .Boatbuilder Sail
Celestaire . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation equipment
ClearPoint Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Weather
Dr. LED - Dynamic Engineering . . . . . . . . . . . . . . . . . . . . . . . . .Lights
Epifanes USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Varnish/Paint
Evolution Marine Shaft System . . . . . . . . . .Line cutter/Shaft systems
FloScan Instrument Company Inc . . . . . . . . . . . . . . . . . . .Flowmeter
Fujinon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Binoculars
Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Electronics
GAM Split Lead Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . .Antenna
General Ecology Inc . . . . . . . . . . . . . . . . . . . . . . . . . .Water Filtration
Gozzard Yachts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sailboats
Half Hull Classics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Half models
Hansen Marine Engineering . . . . . . . . . . . . . . . . .Engines/generators
Hart Systems (Tank Tender) . . . . . . . . . . . . .Tank measuring system
International Marine Insurance Services . . . . . . . . . . . . . . .Insurance
Kato . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Davits/Radar mounts
Lonseal Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flooring
Lyman-Morse Boatbuilding Co Inc . . . . . . . . . . . . . . .Boat brokerage
Maine Yacht Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Boatyard
Maretron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Electronics
increase speed
with less fuel
while reducing
hull vibration
and decibels
by as much as 83%
and 17 respectively?
to
7
26
59
c2
5
39
52
13
23
52
48
49
47
12
28
56
49
38
24
46
41
11
58
Product
NANNI TRADING SRL . . . . . . . . . . . . . . . . . . . . . . . . .Diesel engines

Nobeltec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Electronic charting
Nordhavn Brokerage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Brokerage
Nordhavn Yachts . . . . . . . . . . . . . . . . . . . . .Boatbuilder Power/Sail
North Sails Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sailmaker
Northern Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Generators
Nova Scotia Boatbuilders Association . . . . . . . .Boatbuilder/Boatyard
Ocean Options . . . . . . . . . . . . . . . . . . . . . . . . . . . .Boating equipment
Pacific Seacraft . . . . . . . . . . . . . . . . . . . . . . . . . . . .BoatbuilderSail
Para-Tech Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . .Sea anchors
Rumerys Boat Yard . . . . . . . . . . . . . . . . . . . . . .Boatbuilder/Boatyard
Scan Marine Equipment . . . . . . . . . . . . . . . . . . . . . . . . .Stove/Heater
Sea Breathe . . . . . . . . . . . . . . . . . . . . . . . . . . .Diving air for cruisers
Sea Frost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Refrigeration
Smithwick & Mariners Insurance Inc . . . . . . . . . . . . . . . . .Insurance
Spartite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Mast wedge
Spectra Marine Systems . . . . . . . . . . . . . . . . . . . . . . . .Watermakers
Star Clippers Ltd . . . . . . . . . . . . . . . . . . . . . . . . .Sail training cruises
Technautics Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Refrigeration
Variprop USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Propellers
Veco NA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Refrigeration
Victron Energy NA Inc . . . . . . . . . . . . . . . . . . . . . .Electrical systems
Winslow Marine Products Corp . . . . . . . . . . . . . . . . .Life rafts/Safety
Then consider
The Evolution Marine Shaft System (EMSS)
Appropriate for retro-fits to new construction.
Installations have ranged from recreational
cruising yachts both sail and power
to patrol, fishing,
The
racing and electric
EMSS COMPLIMENTS
drive vessels.
the ENTIRE VESSEL.
Even
Contact
us at
configurations
Tel. (207) 593-9009 Fax (207) 593-9229
with surface
THE EVOLUTION COMPANY
propellers
12 Moran Dr., Rockland, ME 04841 USA
are appropriate.
MasterCard
Email: Evol@verizon.net www.evolutionmarine.com
(207) 593-9009
Would you like
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8/29/08
seat and shelf storage space.

Forward of the saloon on the
port side, the large head provides a
separate, high-lipped shower area,
in addition to the hot and cold
transom-mounted shower. This
head serves the forward stateroom
that is as roomy as any master
cabin and offers a 6-foot, 6-inch
centerline placement double berth.
On either side of the companionway there are two passages: one
to the aft berth, the other to the
extra cabin and the engine room.
Along the port passage is the eightfoot-long galley. Offered is a convenient side-by-side, three-burner
gimbaled Force 10 propane stove
with crash bar and a double basin
stainless sink. Reefer with top and
front access, freezer and enough
5:42 PM
Page 49
counter space to feed an army.

The nav station is starboard and
presents a desk that will hold a fullsized chart folded in half and electronics to one side.
The center cockpit design has
the incredible advantage of offering
another master stateroom aft with a
similar layout of the forward cabin
with its own starboard side, forward-facing head. In addition, the
cabin boasts a dressing settee to
port and chest of drawers. A
foldover writing desk can be used
for a private and comfortable
workspace. All surfaces are glossy
white fiberglass with varnished teak
trim; elegant and easy to keep
clean.
Clearly aesthetics were key for
Lambert and Kernan and they have
produced a vessel constructed of

the finest materials with sleek, lowprofile lines that will turn heads at
boat shows and anchorages around
the world. Performance-wise, the
Outbound 52 will appeal to sailors
with an eye toward performance
from an ergonomic standpoint
its smooth handling, simple systems, and easily-handled tall rig
will conserve energy on a long passage, thus making for a safer and
more enjoyable trip. Meanwhile,
below deck, it is simply tasteful and
so well laid out as to make you feel
as if youre on permanent vacation.
Outbound 52 owners will be ready
to invite along their closest friends
to head offshore, turning heads as
they slip effortlessly beyond the
coast.
AYR
See us at
the Annapolis
Boat Show
designer Bill
8/29/08
5:42 PM
Page 50
Tripp
builder
Hodgdon Yachts, East Boothbay, Maine
Hodgdon 64
Swiftly and in style

STORY AND PHOTOS BY JOHN SNYDER
here are few Maine
boat builders that can
claim the lineage of
Hodgdon Yachts. For
more than 189 years, five generations of boat builders have served at
the Hodgdon yard in East Boothbay, Maine. Since 1985, fifth generation boat builder Tim Hodgdon
has been at the helm of the yard
that has become known for its
large, cold-molded custom boats
and that has developed a reputation
for its state of the art work with

carbon fiber.
Most associate Hodgdon Yachts
with the extraordinary Bruce King
designed superyachts, Antonisa (124
feet, built in 1999) and Scheherazade
(154 feet, 2003). The yet to be
named Hodgdon 64, a collaboration
with Connecticut-based Tripp
Design, is the yards latest custom
yacht and length-wise one of its
smaller projects. While smaller in
size, the Hodgdon 64 is certainly no
less complex in its design, build, systems engineering and finish. One
might think that building a smaller
boat might be a bit easier for the
yard, but smaller size has presented
some unique challenges to boat
builders used to working in large
interior spaces where they can essentially set up shop and work unencumbered.
The Hodgdon 64 hull combines a
cold-molded wood structure with
.1875-inch Alaskan yellow cedar in
the accommodation spaces and
infused with carbon fiber plating out-
board. The wood is visible from the

interior, rendering an elegant look
that maintains the flexibility to adapt
to the hull form. The wood composite also enhances soundproofing and
serves as thermal insulation. The
cored, PVC foam, resin-infused carbon fiber skin assures that the boat
will be strong, light and responsive.
The Hodgdon 64 actually began as a
62-footer and was extended with the
addition of a scoop transom after the
Hodgdons Yachts new 64 Caf
Racer is a change for a yard used
to building yachts twice the size.
Inset, the Hodgdon 64 with its
new installed carbon fiber deck
house.
r illu
strati
igato
Nav
sail on the water, not through it.

The Hodgdon 64 is equipped with a
hydraulic-lifting keel with an
Lshaped profile stainless steel fin
and lead bulb giving the boat a shoal
draft of eight feet with the keel up
and 12.5 feet with it fully extended.
The keel was built by Duro Keel in
Mexico.
Rigging includes a custom
Harken hydraulic system, Hall
Spars Nitronic-50 stays, Hall
Spars high modulus carbon mast,
Harken winches, jib furler and Hall
ons
Page 51
ean
hull was built. The owners felt that a

short scoop transom would be handy
for boarding from a swim ladder or
tender.
Tripp designed the boat for fast
extended cruising in open water, a
cross between a true ocean racer and
elegant passage maker. The modern
hull shape is designed to be not only
comfortable and easily driven, but
also sea kindly and very fast. The hull
form is narrow, lending itself to a rig
height of about 88 feet. Tripp notes
that their designs create boats that
5:43 PM
dW
ood
/O c
8/29/08
Alfre
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8/29/08
5:43 PM
Page 52
Hodgdon 64
Vee-boom with lazy jacks. The deck
is teak and the layout very clean with
stainless steel pop-up cleats, 24-inch
custom stanchions, flush hatches and
a teak toe rail to meet Offshore Racing Council rules. The helm is comprised of twin Edson carbon fiber
wheels for unobstructed visibility on
either tack. The boats transom is
open in keeping with its racer styling.
Hodgdon Yachts recently moved
all their joinery operations from East
Boothbay to Richmond, Maine and
this new state-of-the-art facility,
Hodgdon Interiors, will be responsible for all of the yards woodwork.
From the most basic wood components to complex veneer core-cell
construction interior furniture, all
joinery is in house and world class.
berth and settee (starboard). Each has

a spacious locker for personal gear.
The forward cabin has a double centerline berth and settee. Climate control features include Marine Air
Dometic 48,000 BTU air conditioning/heating units. The portside galley
is U-shaped and is bordered by the
lift keel trunk. The reefer/freezer has
24V DC chiller plates in custombuilt boxes and is topped with large
custom Corian sinks and a Force 10
gimbaled range. The counter tops are
Corian veneer over a honeycomb
composite core. The water maker is a
Spectra Newport 400 MKII. There is
also an Asko WCAM1812
washer/dryer unit.
For auxiliary power the Hodgdon
64 has a Volvo D3 110 turbo diesel
Along with its plumb bow and

clean deck, a sleek, low-profile pilothouse serves as a spacious main
saloon and nav station. Sweeping forward and side-facing windows
enhance the yachts high tech looks.
There is a dining table and wraparound settee to port and two swivel
chairs to starboard. The cushions and
fabric are from Bristol Cushions of
Rhode Island.
Below deck on the Hodgdon 64
there are three cabins with en-suite
heads featuring showers and Tecma
Silence standard toilets. All of the
joinery material is cherry veneer and
white-painted tri-cell panels to save
on weight. One of the aft cabins has
two single bunks plus a settee (port)
while the other cabin has a double
Nova Scotia boats built for the sea!
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with a 2.48 reduction gear,

Aquadrive CV joint and thrust bearing turning an Aquamet 22 shaft
and a Gori three-blade feathering
propeller. There is a Mastervolt Ultra
15 kW generator for auxiliary electrical power.
The Hodgdon 64 is still under
construction with a launch scheduled
for 2009. In building the Hodgdon
64, Hodgdon Yachts has demonstrated versatility and will surely attract
buyers eager to own a yacht of Hodgdons pedigree in a package less than
100 feet. Call this new class of yacht
what you will; a mini-superyacht,
Caf Racer or hybrid racer/cruiser.
The Hodgdon 64 will be at home
whether racing from Camden to Castine or Monoco to Marseille.
AYR
5:43 PM
Page 53
Hodgdon 64
Designer
Builder
Contact
Dimensions
Displacement
Mast Height
Sail Area
Navigation & Comms
Northstar 2 kW HC 18 dome
radar
Northstar 8.4 6000i Color
GPS
Sirius Northstar weatherfax
ICOM IC M604 VHF
B&G depth sounder
B&G sailing instruments
Nobeltec Admiral 9.0
navigation software
VEI hard drive 2/15 display
onboard computer
Simrad AP28 autopilot
Bill Tripp, 203-838-2215, www.trippdesign.net

Hodgdon Yachts, East Boothbay, Maine
Ted Smith, 207-633-4194, www.hodgdonyachts.com
LOA 64 LWL 59.50 Beam 15.74
Draft 8 (lifting keel up) 12.5 (lifting keel down)
50,400 pounds
88
Upwind 2325 sq ft, Downwind 4951 sq ft
Engine, Propulsion
& Steering
Other
Volvo D3 110 Turbo Diesel
Capacities
Fuel 262 gallons

Water 163 gallons
Hull
Wood/carbon fiber
North Sails3DL, LorLam and

NorLon
Custom Harken hydraulic
system
Hall Nitronic50 stays
Hall carbon high modulus mast
Harken winches and jib furler
Hall Vee-boom with lazy jacks

Mastervolt Ultra 15 kW
TA N K T E N D E R
THE ORIGINAL PRECISION
TANK MEASURING SYSTEM!
Accurate tank soundings have never been
easier when one TANK TENDER monitors
up to ten fuel and water tanks. Reliable
non-electric and easy to install.
www.thetanktender.com
(253) 858-8481 Fax: (253) 858-8486
designer Jeff
8/29/08
5:44 PM
Page 54
Leishman
builder
Jeff Leishman, Dana Point, California
co
ur
te
sy
PA
E
Nordhavn 56MS
A cruising evolution rooted in solid tradition

BY SUSAN VIETS
acific Asian Enterprises has
been building Nordhavn
cruising trawlers for more
than 30 years. In 2002,
founding partners Dan Streech and
Jim Leishman embarked on an
around-the-world, 26,000-mile cruise
in a Nordhavn trawler to test its capabilities. The trip gave them a fundamental understanding of the trawlers
incredible versatility as a world cruiser
and also laid the groundwork for the
idea of a Nordhavn motorsailer. From
that expedition, which proved the
durability, comfort and stability of a
trawler, the Nordhavn Expedition 56

was born, a motorsailor to combine
motor yacht qualities with the efficiency of sail for a long voyage. With
the help of designer and brother Jeff
Leishman, a legacy of rugged sailing
vessels will continue for Pacific Asian
Enterprises.
PAE has deep roots in sail design
with their Mason line of sailboats,
designed and built to sail worldwide,
which were produced from 1974
through 1995. The 56MS will share
the heritage of the Mason line alongside the voyaging pedigree of Nord-
havns cruising trawler yachts, which

range in length from 40 to 120 feet.
The new 56MS will be built by
the Taiwanese builder Ta Shing,
which has worked closely with PAE
over the years and shares their vision
of producing strong, heavy-duty hulls
that withstand the hard knocks of
ocean voyaging.
The composite nature of the new
boat is also timely as companies work
toward lowering their carbon footprint. Given the nature of a well-built
motorsailer, in light winds the Nordhavn 56 will be more efficient and
iga
tor
illus
trati
o
ns
width of the hull allowing for a

spacious and comfortable interior that will be the central place
to socialize. The top deck
above the pilothouse
anchors the mainsheet
and is large enough for a
radar and instrument
tower alongside a 10foot dinghy,
launched and
hauled inboard
by the main
boom that
doubles as a
crane. The
Nav
predictable than plain sail, and in

more powerful wind conditions, it
will be effective in utilizing the power
of Mother Nature, thus reducing its
environmental impact.
The 56MS has a molded hull
built up of solid laminate with three
resin layers in the outside laminate.
Along the hull, immense full-length
stringers run fore and aft in addition
to a solid floor grid to reinforce the
hull stiffness. The 17,500 pounds of
internal ballast incorporated into the
keel delivers immense stability and
with an overall displacement of
75,000 pounds the 56MS is truly
heavy duty. The vessel has a shallow
6-foot draft with a full-length keel. A
Hundested variable pitch propeller is
attached immediately behind an aft
skeg at the keels terminus. The stern
is broad like a trawler to prevent
squatting when cruising, yet the bow
is more narrow than a traditional
motor yacht while remaining high
and bluff. Wide side decks on the
port and starboard side of the wheelhouse offer access to the outdoor
steering cockpit placed forward of the
pilothouse. This provides stand alone
steering for the voyaging couple
negotiating docking or mooring
operations. A Side-Power 15 hp 24V
bow thruster is provided to assist
maneuvering in tight quarters.
The pilothouse on deck spans the
Page 55
ean
With the introduction of the

Nordhavn 56MS voyaging
sailors who had been
considering switching to a
traditional trawler now have an
exciting new alternative.
5:45 PM
/O c
8/29/08
Alfr
ed W
ood
mast height is 72 feet. For ease of sail

handling the main is fitted with
Leisure Furl in-boom roller furling
gear. Along with the power-furled jib,
overall sail area is a healthy 1,304
square feet. The ease of sail handling

via power winches and furlers on
main and head sails will soon convince the motor-only crowd that
sailing can be as simple as pushing a button.
The pilothouse offers an
unrestricted 360-degree view
at the primary helm and
navigation station inside.
The space is adorned with
a starboard settee and
dining area in addition
to the two reclining
chairs to port for
sightseeing and
lounging. Five
gentle steps lead
forward
below deck
where the
saloon opens
into a large galley
to starboard and the
forward leading passageway
is to port. The galley offers generous
Corian-topped counter space, large
sinks, three-burner Force 10 propane
stove, U-Line reefer/freezer, and a GE
microwave.
Nordhavn 56MS
Designer/Builder
Contact
Dimensions
Displacement
Sail Area
Engine, Propulsion
& Steering
Lugger 1066T 165 HP marine

diesel
Capacities
Fuel 750 gallons

Water 250 gallons
Jeff Leishman, Dana Point, California

949-496-4848, www.nordhavn.com
LOA: 56 LWL 52 6 Beam 16 7 Draft 6
75,000 pounds
1,304 sq ft
Hull
Fiberglass, full displacement

Northern Lights 12 kW M
843NW2
Other
Forespar mast
Lewmar ST winches
Reckmann hydraulic head sail
roller furling system
Leisure Furl in-boom main sail
furling system
Navtec hydraulic boom vang
North Sails
8/29/08
5:46 PM
Page 56
Nordhavn 56MS
Amidships lies the engine room

with full head room for the main
engine, a Lugger L1066 T that delivers 165 hp at 2,400 rpm and a top
cruising speed of 9 knots. The engine
is connected to a Twin Disc MG5050
SC 3:1 gearbox. Fuel capacity is 750
gallons, offering a power cruising
range of about 3,000 miles.
Both of the fore-and-aft staterooms are equipped with forward-facing double bunks, ample hanging
locker space and a private head and
shower. All of the heads are from
Tecma with freshwater flush. The
interior space is kept cool by three
Cruisair air conditioning units. The
hot water system can be a choice of
either engine-driven or A/C powered.
Anyone who has appreciated the

rugged beauty of a Mason line sailboat and has dabbled with the
thought of motor sailing, should take
a serious look at the Norhavn 56MS.
It will likely tempt anyone already
committed to the trawler as a blue
water voyager, particularly those
adventurers inclined to take part in
the annual Nordhavn Trans-atlantic
rally or other long passages. This vessels roots stem from a tradition of
uncompromising quality, rugged hull
and components and comfortable
layout. If you combine all that with a
fuel efficient hull and a stable sailing
rig, its likely that in a few years to
come, the 56MS may be having a
AYR
rally event of its own.
PAE Nordhavn
The basic trawler design lends

itself to voluminous
accommodation space, above
and below.
The Nordhavn 56MSs finely built
mold plug on the shop floor in
China.
57_60_ON173_tips.qxd
8/29/08
5:47 PM
Page 57
VOYAGING TIPS
Get digital broadcasts

on an analog TV
BY CHUCK HUSICK
f you rely upon off-the-air

reception for TV entertainment when onboard your boat,
you are about to experience a
remarkable and welcome
improvement in the number of
stations you can receive and in
the technical quality of what
you see and hear. If your TV
set is equipped with a digital
tuner, then digital TV transmission improvements are
available by just tuning to a TV
stations digital signal.
If your boats TV cant
directly tune in digital TV
transmissions you will need to
buy a digital to analog TV converter. The box costs about $60
Chuck Husick
but you will still be out of

pocket only $20 to perhaps
$25. To ease the pain of converting to digital TV, the U.S.
government will send you up
to two $40 coupons to offset
the cost of two converters. You
can obtain them by calling
888-DTV-2009 or from the
Internet at www.dtv2009.gov.
(The coupons expire 90 days
from their date of issue.) You
do not have to change your
boats TV antenna to receive
the digital transmissions. You
will have to be digital ready by
Feb. 17, 2009 since all terrestrial analog transmission will
cease on that date. (Analog
tuning sets connected to cable
systems or to satellite receivers
will not be affected by the
change, the cable or satellite
receiving units will continue
to provide usable signals to
your TV set.)
Once you are able to
receive the digital signals, what
you will see will please you.
Depending on your location
relative to local TV station
transmitting antennas you will
likely receive more stations at a
signal quality worth watching
(while signal quality improves,
digital transmission does nothing for the quality of the programs). There are no snowy
pictures with digital TV. Either
the picture is clear and sharp or

you will see a blue screen
(occasionally the picture may break
up into a
mass of little
blocks of
color when
the signal
is on the
boarder
of being
Chuck Husick
useful).
The effect on the number
Above, digital
of watchable channels can be
analog
impressive. There are 15 chanconverter
nels that provide at least some
boxes like this
signal coverage at my favorite
can be used to
anchorage in the Manatee
convert digital
River, south of Tampa/St
broadcast
Petersburg on the west coast of
television
Florida. The boats mizzen
signals into
mast-mounted amplified
analog format,
omnidirectional antenna usuallowing you
ally provides useful images on
to use your
nine of those channels,
boats analog
although some can be interTV to view
mittent. Both of the
digital TV
digital/analog converters I used
signals after
provided clear, stable images
the digital
from 14 stations.
broadcast
I tested two converters.
changeover on
One, sold by Best Buy under
Feb. 17, 2009.
the name Insignia, is powered
Left, examples
by 120 vac and consumes 7
of digital
watts (readily obtained from a
broadcasts on
miniature DC/AC inverter).
an analog TV.
The other, the Artec TA3 Pro
was purchased on the Internet
57
8/29/08
5:48 PM
Page 58
VOYAGING TIPS
and is supplied with a 120V AC

transformer whose 112V DC output
powers the converter. Although a
12V power cable is not supplied with
the unit, its not difficult to obtain a
two-wire cable with the appropriate
connector, just be careful to observe
the polarity of the connector. Both

units worked equally well on the
boat. The Insignia showed slightly
high signal sensitivity in a test using
a rabbit ears antenna where the
antenna was purposely adjusted to
reduce the signal strength.
Connecting the converter box to

the TV is simple. Plug the 75-ohm
TV coax cable from your antenna
into the antenna or RF input jack on
the converter. The converter provides
two ways to connect its output to the
TV a coax cable that plugs into
the antenna jack on the TV or a
three-wire cable (video, audio left,
audio right) that plugs into the red,
white and yellow jacks on the TV.
Using the three-wire connection will
provide better results than the antenna coax connection. (If you use the
antenna connection you will have to
tune the TV set to channel 3 or 4,
choose the one that is not used in
your area.)
All of the remaining initial setup
adjustment instructions will appear
on the TV screen and are easy to
accomplish. You will be able to see
various program guides and program-rating data screens. You may
notice a slight delay when switching
channels due to the systems digital
buffering process. Many stations will
broadcast a primary program identical to their analog broadcast, plus
one, two or three additional programs. For most stations the primary
channel will provide images that
track fast motion better than the programs being broadcast on the stations sub-channels. (Stations are able
to allocate their bandwidth to match
their programming.)
Once your boats TV set is digitalready, you will agree that your $20 to
$25 expenditure was one of the best
entertainment investments you have
ever made the food and drinks
you consume while watching the ball
game on your boat cost a lot less than
at the stadium and you are where
want to be, on your boat!

8/29/08
5:48 PM
Page 59
P R E V I O U S L Y
O W N E D
NORDHAV N 55 ('05)
Y A C H T S
NORDHAV N 62 ('01)
Honu Kai is the 55

that took the cruising
world by storm and is hull
number one of what very
well may become the
biggest success story
ever by PAE/Nordhavn.
She has cruised the
Hawaiian islands and
has ventured back to
California and then
returned home to Hawaii
where she is presently
moored. She is equipped
with the majority of the
popular factory options
and had been carefully
looked after by her
thoughtful owners. Located in Hawaii.
Patty M is the first

Nordhavn 62 to conquer
the globe! Delivered in
2001 she toured the world
from California to England
with her original owners.
Her current owner did an
extensive upgrade fit out
in 2006 before crossing
the Atlantic and Patty M is
back in the Pacific.This is
a captained yacht which
has been given professional attention and shows
much younger than her
years. Shes ready for a
second lap around the
planet. Located in California.
Asking $1,499,000
Asking $1,675,000
For details contact

Jeff Merrill at
949-496-4933
For details contact

Jeff Merrill at
949-496-4933
NORDHAV N 55 ('07)
NORDHAV N 47 (' 04)
Always Friday is the

newest Nordhavn 55 to
come on the market. She
is hull 21 of this line and
is extremely well
equipped. Located in
Virginia
Susan J is a beautifully equipped Nordhavn 47

located in the Pacific
Northwest and designed
for northern. Located in
Oregon.
Asking: $1,899,000
For details contact
Dave Balfour at
401-293-0910
Asking: $945,000
For details contact
Jeff Merrill at
949-496-4933
NORDHAV N 50 ('04)
Inisfail is a one of a
kind. She comes with
hydraulic windlass, bow &
stern thrusters, emergency bilge pump, custom
interior, teak and holly
throughout. Located in
Massachusetts.
Asking: $950,000
For details contact
Ray Danet at 772-223-6331
62
47
47
47
47
47
46
43
43
40
40
35
Asking: $1,100,000
sistership
For details contact Dave

Balfour 401-293-0910 or
Jeff Merrill at
949-496-4933
NORDHAV N 57 ('02)
(93)
$995,000
(06)
$1,050,000 euros vat paid
(05)
$795,000
(04) $1,325,000 NZ tax included
(03)
$895,000
(03)
$905,000
(00)
$715,000
(06)
Pending
(05)
$799,000
(07)
$665,000
(00)
$465,000
(04)
$459,000
NORDHAV N 46 ('00)
New to the market, Sea
Once is a lightly used
Nordhavn 46 that is ready
to cruise. Over 30k in
updates have recently been
done. Located in Rhode
Island.
This 2002 model is new to

the market and loaded
with gear! Some of the
items include the John
Deere engine with only
1,190 original hours, wing
engine, 20 KW generator,
Trac Stabilizers, plus
much more. Location:
Seattle, Washington.
Asking: $1,250,000
For details contact Larry
Gieselman at 949-496-4933
A D D I T I O N A L
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
Nordhavn
NORDHAV N 47 ('04)
Dance is a thoroughbred
throughout and will delight
you as you cast off for
adventure to wherever you
want to go. Located in
Rhode Island.
Asking: $695,000
Dave Balfour at 401-2930910 or Jeff Merrill at
494-496-4933
L I S T I N G S
Nordhavn 35
Hatteras 75
Alden 51
Viking 48
Ocean Alexander 43
Beneteau 42
Saberline 36
Chaparral
Catalina 36
Glacier Bay 34
Chaparral 27
(01)
(88)
(95)
(05)
(00)
(05)
(98)
(98)
(03)
(06)
(98)
As a division of P.A.E., the developer and builder of Nordhavn trawlers, we are intimately familiar with each vessel on the market.
We also have listings of other quality power and sail vessels. Please call our office nearest you. www.nordhavn.com
$299,000
$850,000
$579,000
$995,000
$549,000
$395,000
$225,000
$29,750
$139,900
$299,000
$29,750
N-ON-Oct08
Nordhavn Yachts NE 222 Narragansett Blvd. Portsmouth, RI 02871 Tel: (401) 293-0910 Fax: (401) 293-0914 nesales@nordhavn.com
Nordhavn Yachts SE 600 NW Dixie Hwy Stuart, FL 34994 Tel: (772) 223-6331 Fax: (772) 223-3631 sesales@nordhavn.com
Nordhavn Yachts NW 901 Fairview Ave. North, Suite A100 Seattle, WA 98109 Tel: (206) 223-3624 Fax: (206) 223-3628 nwsales@nordhavn.com
Nordhavn Yachts SW 24703 Dana Drive Dana Point, CA 92629 Tel: (949) 496-4933 Fax: (949) 496-1905 swsales@nordhavn.com
Nordhavn Europe Ltd. 10-12 Firefly Road, Hamble Point Marina Hamble, Southampton SO31 4NB UK Tel: +44 (0) 2380 456342 Fax: +44 (0) 2380 457741 europesales@nordhavn.com
Nordhavn Australasia Ltd. Level 30, AMP Place 10 Eagle St. Brisbane Qld. 4000 AUS Tel: +61 (0)1300 783 010 Fax: 61.7.3102 6253 peter@nordhavn.com.au
For more brokerage listings, visit www.nordhavn.com
8/29/08
5:49 PM
Page 60
GOZZARD
YACHTS
IT TAKES MORE THAN WORDS

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519-524-6393 FAX: 519-524-9180
email: info@gozzard.com website: www.gozzard.com
Goderich, Ontario, Canada, N7A 4C6
BUILDERS OF THE 31, 37, 41, 44, 54
CUSTOM POWER and SAIL to 70
61_64_ON173.qxd
8/29/08
5:49 PM
Page 61
Classifieds
Charts
classified
advertising
Text-only classifieds
are priced at $1.40 per
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inch billed in 1/2-inch
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or money order (US
funds only) payable
to Ocean Navigator
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except if using MasterCard or Visa (please
include name, card
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date). Eight-time 20%
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Deadline is the 7th of
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800-255-1840
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www.bwss.com
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207-236-7014
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61_64_ON173.qxd
8/29/08
5:50 PM
Page 62
Classifieds
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OR call/fax MC/Visa # and expiration date to: 207-772-2466 Fax: 207-772-2879
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Page 64
NAV PROBLEM
Idle Hour circumnavigates
From The Circumnavigators, The Running Press
he dream of sailing
around the world
has inspired countless
generations of people.
Some are older and
already established in
the world, and then
there are others who,
like Dwight Long, take
their youthful enthusiasm and make a go of it.
Long was coming of
age in the early 1930s
during
the
Great
Depression. His family
was middle class but
from an early age Long
developed the work
ethic and began buying
and fixing up small boats at age
seven. He would buy old rowboats and other small craft,
apply a coat a paint and maybe
some varnish and turn around
and resell the boat only to buy
another. By the time he was 20
he had done this 14 times and
was getting pretty good at
understanding just what was
good and bad in a boat. It was
about this time that he read an
article by the great French circumnavigator, Alain Gerbault
and got into his head that he
would like to sail around the
world. His parents wanted him
to go to college, so Long
enrolled all the while working in his own landscaping
business so that he could save
When he
returned to the
U.S. just before
WWII, Dwight
Long was the
youngest sailor,
at 23, to circumnavigate
until Robin Lee
Graham accomplished the
feat at age 16.
Above is his
30-foot ketch
Idle Hour.
enough money for his boat.

Business was bad everywhere in
the U.S. and Long saw doctors
and lawyers working as day
laborers so he figured hed be
better off leaving college for a
time and buying a boat. He
traipsed up and down the West
Coast for six months before he
found what he was looking for.
Idle Hour, 11 years old at the
time, was a gaff-rigged ketch. A
little more than 30 feet long,
the boat was heavily built with
full-length 2-inch thick fir
planking over oak ribs. By the
time Long found the boat, Idle
Hour had already spent a few
harrowing years in the far
north. Long paid the enormous
sum of $1,600 to buy her.
He spent the first couple of
years learning how to sail the
boat close to home by chartering and learning celestial navigation. And by the fall of 1934
he was ready to begin his
adventure. He was 21 years old.
He departed California with
a paying passenger bound for
Hawaii and a little more then
two years later he was in Cowes
writng a book called Seven Seas
on a Shoestring. He finally got
back to Seattle before the outbreak of WWII, with the
honor of being the youngest
person on the smallest yacht to
have accomplished a circumnavigation.
Mastering his celestial skills

all along the way, Long never
had enough money so he
couldnt afford a chronometer.
He navigated using a pocket
watch, whose accuracy was
highly dubious. How he ever
managed to get his longitude
accurately is a mystery.
Lets join Idle Hour in the
Pacific Ocean. It is October 12
and he is on his way from
Hawaii to Tahiti. His DR is
15 35 S by 153 20 W. He is
preparing to do a noon sight
and for the sake of this problem we are using the 2008
Nautical Almanac. The height
of eye is 10 feet and there is no
sextant error. For this sight we
are taking an upper limb of the
sun. The Hs of the sun at the
time of the sight is 82 43.0.
A. What is the time of LAN in
GMT at the DR?
B. What is the Ho?
C. What is the latitude?
For a complete solution,

visit www.OceanNavigator.com.
Answer
A. 21 hrs. 59 min.
B. Ho is 82 23.6
C. Latitude is S 15 25.2
BY DAVID BERSON
c2_c4_ON173.qxd
8/29/08
5:12 PM
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