April 2014 The American Yacht Club Newsletter Issue 2



April 2014 The American Yacht Club Newsletter Issue 2
April 2014
The American Yacht Club Newsletter
Issue 2
FROM THE MASTHEAD David A. Dragonas, Commodore
ell, despite popular belief it is Spring! That means things
are beginning to happen around ther club and it’s so good
to finally be looking at an upcoming boating season.
interesting characters about presenting or speaking to us, and if
anyone has a suggestion for a good possibility, please let me
We have welcomed 22 new members to the AYC and one
Junior Member! The Membership Committee did a fantastic job
this year interviewing and introducing our new members.
As Opening Day approaches, I hope to see you all soon. And
here’s to another eason of friendship and fun at the AYC!
David A Dragonas
The preliminary work they did in their interviews allowed us to
change the format of the New Members Meeting and allow
more time to socialize and get to meet the new members. It
looks like a great group of folks, eager to help out as needed.
Many signed up for various committees and we thank them for
joining us and for their willingness to participate. Thank you
one and all.
Kudos to co-chairpersons Tom Lochaas and John Douglas ,as
well as all members of the Membership Committee. I heard
only good things at the meeting.
The Mooring Management Team has been hard at work getting
the barge ready, etc. If you haven’t brought your mooring ball
to the club yet, do it soon. They will be raising moorings very
The House and Yard Committees have met and are working
jointly. They have a list of projects that they will be working on.
Look for Constant Contact notices for possible “pre-opening
day work parties” Anything that can get done before opening
day makes it that much easier.
An AYC Opening Day work party, circa 2010. Photo by Jim Grenier
Keep a look out for notices regarding “guests” at the General
Membership Monthly Meetings. I’ve already talked to some
April 2014
The American Yacht Club Newsletter
Issue 2
New Member Welcome Party!
Photos submitted by Jim Grenier
Welcome aboard! New members, pictured above, gather at the March American Yacht Club meeting at PITA Hall on Plum Island. (See the
February Sailorgram to identify and learn more about our new members.)
I would like to recommend Bill Caron for this
month's Hewey Dooey award for building the AYC
a new steel ladder for Walton's point.
Thanks! Dave Hewey
Past Sailorgrams
Available Online
Submitted by Jim Grenier
Did you know that past issues of the Sailorgram are available
online? Issues dating back to September of 2007 can be located
and downloaded as PDFs at:
Ron Barrett received special honors at the New Members Meeting
in March. Ron sponsored the most new members, and the
committee bestowed on him the regalia befitting the commander of
a fleet, or maybe a pirate, your choice.
Be sure to use the uppercase "S" in Sailorgram.
April 2014
The American Yacht Club Newsletter
Issue 2
Yard Committee Report
Submitted by Paul Morin, Yard Committee Chair
reetings to all Members of the AYC! After a very long
winter, SPRING has finally arrived. For the Yard
Committee, that means planning for opening day. As usual we
have spring cleanup and several projects to make the yard as
efficient and pleasant as possible. In addition to the Opening
Day chores, we also will schedule a pre-opening day work party
to prepare the club for Opening Day.
for submitting their applications and paying the fee. It is not the
responsibility of the Yard Committee to solicit this information.
The Yard Committee will be performing an inventory of the
yard in a couple of weeks (when the weather is warmer). Boats
without the proper paperwork will be reported to the Executive
Committee for corrective action, which may include loss of yard
The Yard Committee would like to thank all the volunteers who
helped out on Closing Day. We got a lot accomplished in anticipation of this year.
On a last note, the Yard Committee would like to remind
everyone that ALL personal property needs to be identified and
an application filled out. Anything stored on the ground will be
subject to disposal at the Yard Committee's discretion. No fuels
or oil is to be stored at the club or thrown in the dumpster.
Ignoring these may result in loss of yard privileges.
I would like to ask all members using the yard for storage to
make sure that they have paid their winter storage fees. When I
last checked, there were several boats for which I do not have
an application or any indication that storage fees have been
paid. Yard storage is a privilege, and members are responsible
Please help us keep our club functional and clean so that we can
all enjoy it.
AYC Sketchbook
The Sailorgram would love to see your artwork!
A large painting of the drawbridge we go under once in a while.
by Art Berube
April 2014
The American Yacht Club Newsletter
Issue 2
February/March 2014 AYC House Committee Report
Submitted by David Hewey, House Committee Chair
t has been a very cold and snowy winter here in New
England, but we have not had damage to AYC property. I
was down at the club a few times this winter and found no
damage to the club house, locker house, or the grounds.
Some tasks should be completed before Opening Day, others
will be for Opening Day.
As reported at the last general meeting, I sent out a notice about
supporting the House Committee and received more than 20
responses from members offering to help when they can and
asking to be included on the House Committee email list. That
was a great response, and I am looking forward to accomplishing a lot of work in the future. I also was handed a list of names
on a sign-up sheet from the New Members meeting.
We do need to careful opening the gate, however. When you
open the gate, please be sure there is no snow, ice, or other
obstruction preventing the sliding operation of the gate. If the
gate jams, please close it manually and then call the commodore
or me, because the gate will need to be reset to operate properly.
(Contact me at 987-373-6038, 508-523-0936, or
[email protected])
We will hold at least two pre-opening work parties in April. If
the weather permits, I would like to hold a meeting of the House
Committee at the club very soon. Stay tuned for more
On Wednesday, March 5, the House Committee met at the
Institution for Savings to discuss work that needs to be done
soon, as well as projects for the future. We also formed a budget
plan for the year. We will publish a List of Tasks, and we hope
members will sign up and lead a group to accomplish a task.
Thank you very much, all of you.
A Web Site Update
Submitted by Jim Grenier
entire revamping of the members-only section of our website
but decided that the section simply wasn't being used enough to
make the effort worthwhile. For that reason, the members-only
section of our website has been removed, and there are no plans
to reinstate it at this time.
s many of you know, I am the self-appointed AYC
Late last fall, our AYC website was the subject of a hacker
attack. Unlike some hackers, they didn't actually change content
on any of our pages nor do any discernible damage to the site
itself. That is the good news.
The members-only section was designed to act as a social area
where members could meet, discuss issues, download documents,
create classified ads, broadcast emails, and more, but this area
never got much use. (We even tried using it, unsuccessfully, for
a couple of issues of the Sailorgram.) We now rely on Constant
Contact for broadcasting emails, and Facebook sports an AYC
group for other online social interactions.
The bad news is that the hackers used a loophole in one area of
our site to sneak into the hosting server to access other sites on
the same server. This meant that about 15 sites needed to be
taken offline and diagnosed for problems. I found alien code in
three separate client sites. The hackers were using these sites to
send spam emails. One site, however, had far more damage.
The hackers found a way into the site database and replaced
copy with gibberish. (Don't ask me why hackers do these
things! My best guess is they do it because they can.)
There is still one area on our public website that is restricted to
members: the membership directory. You can access the
membership directory by going to
The "hole" in the AYC site was a small piece of code inside our
private, members-only area. After removing it and rewriting a
new version to close the hole, I discovered that there were many
similar holes elsewhere in the members-only area that could
also allow a hacker inside. The original code was written in an
older version of the open-source code PHP, and over the years
hackers have figured out how to abuse it. I considered doing an
Then log in entering the name AYCmember and the password
AYCxxxx (where "xxxx"is the 2013 gate code. The "xxxx" part
of the password will change to the 2014 gate code after
Opening Day.)
April 2014
The American Yacht Club Newsletter
Issue 2
The Makeover
Submitted by Nancy Cornell
As The Anchorage says, she is a versatile boat. The dhow can
be sailed, rowed, or motored. We have done all of those things
with the Ocean Queen over the years. In her early days we
raced her in a frostbite fleet in Mamaroneck, N.Y., on Long
Island Sound. I often sailed her out to Huguenot Yacht Club's
Pea Island, also in Long Island Sound. For a few years we even
puttered about with a 1½ horsepower motor. A Dyer Dhow can
often be seen along the New England coast being towed as a
tender for a larger sailboat. A plus is that she rows well. Sturdy
and stable, built with all bronze fittings and Sitka spruce spars,
she is a sweet boat, whether sailing or sitting pretty at the dock.
y last winter my beloved 9' Dyer Dhow sailing dinghy was
showing her age. Built in 1966, and having spent her entire
life outdoors, she needed some new parts. The Anchorage in
Warren, R.I., founded by Bill Dyer, still builds the Dhow, so I
ordered new oak gunwales and canvas guards. They arrived
with instructions to attach them using a riveting technique.
That's where Murry Hewey came in. He agreed to install the
new gunwales and guards in the spring of 2013.
According to The Anchorage and the Mystic Seaport, which
maintains one of the largest Dyer Dhow fleets, the original boat
was built of plywood by Philip Rhodes and Charles Wittholz
and was designed to serve as a lifeboat for the PT boat during
WWII. Used in the Pacific, they were stacked on deck until
needed. They were designed to fit within 9' of deck space and
hold nine(!) men, presumably all standing! The fiberglass
sailing dinghy version of that boat was first built in 1949 and is
still produced today.
Murry installed the gunwales but, Murry being Murry, he
simply couldn't stop there. He continued on, making fiberglass
repairs, painting the interior, exterior, and the spars. He polished
all the bronze fittings and then asked if I'd like floorboards, as
he had some nice ash in his shed. When he was done, the Ocean
Queen looked better than ever and once again proudly sailed at
April 2014
The American Yacht Club Newsletter
Issue 2
The Dreaded Terrible Broach
Submitted by Wolcott Downey
t's the end of a beautiful day of sailing. Silver Lining (a 20foot twin-keel sloop) and I are coming home, running before
a decent wind with hardly any waves. A beautiful symphony is
wending its way from the portable radio that hangs on a cleat
beside the open companionway. I relax, lying back against the
main sheet with my harness and tether taught; it's like reclining
in a lounge chair. I'm running wing and wing (main to
starboard) and by the lee.
to me. That jibed the main. By instinct alone, I hauled in on the
sheet and was on a tack, going out on the next wave. My only
thought was, "If she goes down unhook the tether, If she goes
down unhook the tether," over and over, while my mind
pictured Niagara Falls pouring over the low bridge deck and
into the open companionway. Then I saw the top of the winch
poke out of the water, a good sign.
I concentrated on sailing out of the mouth and into open water.
It took a very long time for water in the cockpit to recede
through those two little scuppers. When I felt that I was out far
enough to leave the helm, I got up and poked my head into the
companionway. I couldn't believe my eyes. It was dry, no water.
How could this be? I decided to worry about that later and got
to work. I let the outboard down into the water and started it. I
let it warm up as I turned around and started sailing back to the
You don't see many boats sailing by the lee these days, so I'll
explain. I don't use a whisker pole; I sail alone most of the time
and it isn't worth the effort, especially as Silver Lining is tender
on the helm and does strange things when I go forward. Sailing
by the lee is hauling in on the main sheet when running so that
the wind hits the mainsail at an angle and slides from the leech
toward the luff, just the opposite of its flow when on a tack.
This dumps the wind into the jib, keeping it full without the
whisker poll. In the days of square sails, they would do this to
dump the wind from one sail to the next and then to the next.
Picture the yard on the mizzen with its port end pulled forward
and the yard on the next mast with its port end pulled aft. The
wind weaves in and out of the masts like the flow through a
turbine. This, of course, invites an unexpected jibe, which is
probably why so few people do it. It's not as bad as people fear,
because with the sheet shortened, the boom doesn't travel so far
and is not so violent. It also helps to take up on the topping lift a
little so the leech is curved and the sheet is even shorter.
There were no breaking waves for a while. Then they started up
again. I was ready this time, companionway closed up, no radio,
outboard running at full speed, and a very alert skipper. A large
trimaran was coming in from the northeast on my starboard
quarter. I seem to remember seeing her when I was tacking out.
I wondered why she was taking so long to come in. She irritated
me; I was hoping she would pass me up so if I broached again
she wouldn't be in the way when I tacked. The breakers had
stopped again. I was in further than the first time when the
breakers came back. Only one hit me and it wasn't as big - it
just broke on the stern deck. With the outboard at full speed and
steering with both tiller and outboard, I was able to hold my
My timing was a little off that day. I usually come into the
Merrimac at Newburyport with the incoming tide. But I arrived
at dead low tide. Drawing only two and a half feet, I wasn't
worried about having enough water, even though it was an
astronomically very low tide. Also, with an east wind I could
sail all the way up the river. I hadn't even lowered the outboard.
As I approached the bar at the mouth of the river, I saw a rogue
wave lift up in front of me and break. I sat right up at attention
and turned around to see what was behind me. What I saw was
the face of another even larger wave with the curl above my
head. I immediately steered the boat to square it to wave and
faced forward. The stern never lifted, not even an inch.
The rest of the way in was all smooth and normal. That gave me
a chance to go over what had happened and figure out those
things that didn't make sense at the time. First, I realized that
Silver Lining is a much better sailor than I am. Second, I
realized that the trimaran probably saw the incident and was
hanging back to assist in case I needed it. (My apology and
thank you.) Third, it finally dawned on me that all that water
coming down on me and the cockpit must have stood Silver
Lining on end. Amazingly, I was never aware of it at the time.
So, the companionway was up above the water, hence no water
in the cabin. I wonder if the designer calculated this to prevent
water from entering the cabin when the cockpit fills with water,
as the cockpit water level falls the bow comes down and water
never goes in. My hat's off to the designer either way, it's a fine
Then the wave broke right over my head and crashed into my
lap, pounding my feet into the sole. Then it came down on my
head driving it into my shoulders and then my whole body
down on the seat. When my head broke out, I could see that I
was sitting in the ocean. The side deck and snubbing winch
were out of sight under water. I could feel the wave grab the
stern like a huge hand and push it forward with a surge. The
bow swung off to starboard. The dreaded broach was happening
Luck, good or bad, can override skill any day.
April 2014
The American Yacht Club Newsletter
Issue 2
Banzai Hits Bottom
Submitted by Bruce Brown
s many members know, Banzai hit bottom (rock, ledge,
whatever) while on a July cruise in the area of York Ledge.
I decided to share the step-by-step narrative of the incident and
the repair process. Hopefully no one else has to experience this
first hand, since it certainly wreaks havoc on one's sailing
A plan of action was required at this point. Options: continue on
the cruise or pull the boat. As most everybody knows, the first
option really was not an option, as valid as I thought it may be.
As we headed toward Portsmouth, the Coast Guard inflatable
approached to lend any assistance and requested permission to
board. Request to board was permitted, as long as they bring a
bucket to bail. The usual safety and equipment check as well as
a damage assessment followed. All systems passed. All Coast
Guard personnel were helpful, courteous, polite, and professional. Portsmouth dispatch ordered them to escort Banzai to the
destination of haul out.
Late on the morning of July 16, my wife, two dogs, and I left
York Harbor, heading for open water and eventually Cape Ann.
Seas were calm with a 3-4 knot breeze as we motor sailed with
main and jib at about 6 knots. Knowing we were in the vicinity
of York Ledge, I was scanning ¼ to ½ mile forward with the
chart plotter at the helm, watching water depths. Suddenly
Banzai lurched forward and
rolled to port. I instantly
checked the GPS, which
showed 17 feet of water and
no obstructions within
several hundred feet. There
was no doubt we had locked
onto something solid.
After several phone calls, I found that Independent Boat Haulers
was launching boats that afternoon at Rye Harbor. I communicated through their office to
notify their crew at Rye that
Banzai was taking on water
and required hauling. They
confirmed they could do the
haul at 3:00 p.m. I confirmed
I could get there in time. The
Coast Guard escorted us to
Rye and stood by until we
were pulled. I thanked them
for all the assistance. As it
turned out the bilge pump
was at approximately 80%
capacity and keeping up with
Knowing the boat was
designed for speed, I
consider the boat construction as on the nimble side, so
damage was expected. How
much damage was the
question. After making sure
my wife and dogs were okay
(no injuries, bumps, or bruises), all put on life jackets. With
sails still deployed, the engine running in neutral, I went below
to check conditions. Nothing was out of order in the cabin.
Checking the bilge I found water entering from the aft end of
the keel in the shaft tube area.
By 5:30 p.m., Banzai's
rigging, sails, and gear were stowed and inside the Independent
Boat Haulers shop at Eliot. A big relief, but a very short sailing
season and a long task ahead.
The next few weeks were consumed with insurance inspections
and plans for the repair process. External damage revealed
compromised fiberglass at forward and aft ends of the skeg-tohull joint, as well as cracks along starboard and port sides of the
skeg-to-hull joint. Inspection of the interior bilge area indicated
some of the same, although visual inspection was obstructed by
the engine, wiring, and hoses. A repair plan was decided on.
Substantial glass work was required for both the interior and
exterior areas of damage. The engine had to be pulled to further
inspect the bilge, keel bolts, and shaft-tube area. These tasks
were completed prior to Banzai being transported in early
October to another shop for glass repair.
At this time, the jib got back-winded, Banzai rotated to
starboard and floated free. I instructed my wife, Anita, to ease
the sheets while I hailed the Coast Guard on the VHF. While
answering protocol questions, I checked water depth on the nav
station GPS: it showed the same 17 feet of water with no
obstructions in sight. Coast Guard Portsmouth instructed I
maintain contact and report damage assessment. They were
dispatching an inflatable immediately. My attention then turned
to the bilge pump to determine if it could keep up with the
entering water. The manual bilge pump and buckets were
prepared for duty if needed.
(Continued on page 8)
April 2014
The American Yacht Club Newsletter
(Continued from page 7)
External grinding went on for the next
couple of weeks, exposing the skeg-to-hull damage as well as
the keel-to-skeg damage. The keel had a slight cant to starboard
and a separation at the forward keel-to-skeg area. Interior
grinding was the next order. Interior work was going to be
difficult with all the obstructions. We decided to completely
strip the salon area from aft bulkhead to forward bulkhead,
which included all flooring, the companionway, electrical,
hoses, exhaust, etc., exposing the total bilge and lower-salon
area. The engine pan was cut out. Then came the final
assessment: the keel bolt seats were compromised, meaning the
keel had to be dropped to grind and repair the keel bolt seats at
the bilge bottom.
Issue 2
the glass mat and epoxy for the keel bolts, preparing the keel for
final attachment. The hull was raised and lowered several times
to fill with epoxy the voids left by the original oversized keel
bolt holes. With the keel attached, the final exterior keel-to-skeg
joint was completed.
The focus then moved to the interior. All struts were replaced
and strengthened. Then it was time for another decision. Do I
replace the existing Volvo? When re-powering, many
alterations have to be made for different mounting positions,
heights, etc. Also exhausts, fuel delivery, wiring, cables, and
hoses all move to different places. These all mount up to
substantial costs after the fact. It was a no brainer: put in a new
diesel. That way we could rebuild everything to the specs of the
new engine. The engine bed was fiberglassed in to accept a new
30 HP Beta (Kubota). I decided to increase the shaft size to 1¼
inch, with a flexible coupling connecting the transmission. The
unsupported length of the original 1-inch shaft carried too much
vibration back to the prop and strut and was marginal at best.
To proceed, 17 jack stands were installed under the hull to
maintain hull shape while jacking the hull up to separate the
keel from the hull prior to cutting away the primary struts. All
primary struts were then cut and removed, allowing for the
fiberglass mat to layer uninterrupted from one side of the hull,
through the bilge, and up onto the opposite side. The hull then
was raised up off the keel with keel bolts still projecting into the
skeg, suspending the keel in a position where it could easily be
reattached. Final interior grinding was accomplished in the bilge
and lower salon area. Reconstruction was ready to begin.
Banzai was transported back to the Eliot shop in mid-Jan uary
for engine installation and final assembly. By the end of
February, the engine had been installed, the flooring and most
woodwork was back in place, and the drive train, wiring, and
exhaust were in process. The original strut had been replaced
with a 1¼-inch strut with a larger flange and barrel to accept a
cutlass bearing with a thicker sleeve and thicker bearing
material, and the new 1¼-inch shaft was being machined to
adapt to the existing two-blade folding prop and new flexible
flange. By the end of March all systems should have been
completed, after which the normal preparation for spring launch
In mid-November, reconstruction began on the exterior hull
prior to the keel drop. The skeg-to-hull areas were reglassed as
the skeg retained its normal position with the hull. Inside, seven
layers of fiberglass were diagonally laid from starboard hull
down into and across bilge and up onto the port hull, leaving 14
layers at the bilge bottom and keel bolt seats. Next the keel was
fitted back into place. Several trials were required to obtain a
good fit with the skeg. (Both skeg and keel had to be ground
several times to acquire the fit.) New holes were drilled through
Banzai Is Back!
Classy Classified Ads
Wanted: Boat Stands to borrow or buy. I need four or five
small boat stands for a bottom job in Byfield. The boat is only a
couple thousand pounds. Anyone know where I rent-borrowsteal or purchase a set? Contact Patrick Mulligan, home 978462-9463, office 978-499-9463, or [email protected]
For Sale: 1974 Pearson 26. Four sails, roller furling, dodger,
outboard. She is a versatile pocket cruiser, club racer, and day
sailer. Call for details or to take a look. 978-886- 8295 or
[email protected] See photo at right.
April 2014
The American Yacht Club Newsletter
Issue 2
Notice to Mariners :
Merrimack River Approach/Entrance Waterways Survey
From Capt. Paul Hogg, Newburyport Harbormaster, Submitted by Dan Raycroft
We ask that you complete and return the survey no later than
July 15, 2014. The survey can be submitted through one of the
following methods:
am forwarding an important survey. Please fill it out and
forward to anyone that you know who boats in the Merrimack
River. The Coast Guard is in the process of studying the
approach and the entrance of the River. This is very important
because we all know how dangerous the entrance can get and
we want to make it safer. Things are moving in the right
direction with the repair of the Jetties, hopefully to be followed
up with dredging. Please don't hesitate to contact me with any
Mail: U.S. Coast Guard Sector Boston
427 Commercial Street,
Boston, MA 02109
E-mail: [email protected]
ATTN: Aids to Navigation Officer (Please include the
waterway in the subject line) or
Capt. Paul Hogg, Newburyport Harbormaster
Shellfish Constable
For questions or further assistance, please contact the
Waterways Management Division at 617-223-5445 or via email at [email protected] Thank you for your
input and support concerning the Waterways Analysis and
Management Program.
60 Pleasant St. , Newburyport, MA 01950
Cell 978-360-6963, Office 978-462-3746
[email protected]
The form can be downloaded from the AYC web site here
e have kicked off a Waterway Analysis Management
Survey (WAMS) for the Merrimack River approach and
entrance. Please see the attached survey. Feel free to share with
any mariners you know that transit the Merrimack River. The
survey will run until July 15th. You can fill out the survey and
email it back to :[email protected]
Landscape Committee
Submitted by Doug and Nancy Cornell
t doesn't feel like it, but it must be spring if we are putting out
our annual call for help on Opening Day. This is our biggest
day of the year and we will need all the help we can get.
Gardening experience is great but not necessary. We appreciate
energy and enthusiasm!
BOSN3 Chris Sparkman,
USCG Sector Boston, ATON
We will rake and clean out winter debris, weed, fertilize, seed,
trim, and spread mulch. All this will be done before the lunch
bell, and your reward will be the tastiest meal in town, plus the
satisfaction of seeing AYC looking beautiful and ready for the
summer season.
Sector Boston Waterways Management Division is requesting
your participation in the Waterways Analysis and Management
Survey (WAMS) for Merrimack River Approach and Entrance,
MA. The survey focuses on the area's aids to navigation system,
waterborne commerce, marine casualty information, port/harbor
resources, emergency response plans, routine and emergency
communication capabilities, and future development projects.
We will provide some tools, but please bring your own if you
have them. We especially need trowels, weeders, spades,
clippers, loppers, rakes, pitchforks and wheelbarrows.
The WAMS process is an essential component of both the Aids
to Navigation Program and the Marine Transportation System.
This questionnaire is your opportunity to recognize errors and
recommend corrections or deletion to improve Aids to
Navigation, federal publications, and nautical charts within the
aforementioned areas. We ask that all mariners, regardless of
years experience or vessel type affiliation, participate.
We look forward to working with new and “old” members
alike. See you then!
April 2014
The American Yacht Club Newsletter
Issue 2
Raw Faith Movie to Be Shown in Salem
Submitted by Dan Raycroft
his is the story of what happened when my Dad pursued
his version of the American dream to build RawFaith.
With hard work, ingenuity, perseverance and sacrifice, he was
also willing to challenge great odds and to accept the price for
pursuing his goal. In the end he lost everything that should
matter in this world, at least for a while.” — Aaron McKay,
Oldest Son
“I found it to be a compelling story of a man who lost
everything to his faith and the unrelenting force of the sea on his
dream. George’s relationship with his sons was particularly
heartening. Poignant and captivating. Thank you for sharing
their story.” — Molly Harvey via Facebook
BEST FEATURE FILM- Newburyport Documentary Film
Festival 2013
“This is a beautiful documentary, thoughtfully wrought, about a
close family’s commitment to an endeavor that was doomed
from the start” — Nim Marsh, Editor POINTS EAST Magazine;
December 2013
“Roscoe does a masterful job of capturing McKay’s humanity
and vulnerability — both in words and in visuals” — Matt
Murphy, Editor; WOODENBOAT Magazine January/February
“Good DVD” recommendation — CruisingWorld Magazine,
February 2014
“Visually arresting…and dramatically paced” — Charles Doane
for SAIL February 2014
April 2014
The American Yacht Club Newsletter
Newburyport Summer Sailing
Program 2014
Issue 2
Session 1: June 30-July 11
Mon.-Fri., 9:00AM-12 Noon (no class July 4)
Mon.-Fri., 1:00PM-4PM (no class July 4)
Session 2: July 14-25
Mon.-Fri., 9:00AM-12 Noon
Mon.-Fri., 1:00PM-4PM
Session 3: July 28-Aug. 8
Mon.-Fri., 9:00AM-12 Noon
Mon.-Fri., 1:00PM-4PM
Session 4: Aug. 11-22
Mon.-Fri., 9:00AM-12 Noon
Mon.-Fri., 1:00PM-4PM
Submitted by Jackie Morin
his year’s sailing school program is off to a good start. The
first adult session is almost full, and the other classes are
enrolling as well.
Instructors this year will include Will Culver as head instructor,
Justin Krusemark as assistant instructor, Neil Hallock as junior
assistant instructor, and Tom Gynan and Emilie DeKanter as
counselors in training. We are looking forward to a full
Session 1: July 1-July 24
We will have a work party to go through the locker and take a
look at the boats on Sunday, May 25, at 10:00 a.m. Anyone
interested in helping can show up at the club that day or contact
me at [email protected]
Tues. & Thurs., 5:30-8:00PM
Session 2: July 29-Aug 21
Dead Reckoning
Submitted by Dave Hewey
"Traditional form of rough-estimate navigation used for hundreds of years by sailors, almost all of whom are dead. As it is
practiced today, the technique involves the use of three special "chart darts," which are "entered" in the appropriate region of a
nautical chart from 8 feet away. The resulting holes are joined by pencil lines to form a triangle whose central point is taken as
the boat's position."
From Sailing: A Dictionary for Landlubbers, Old Salts, and Armchair Drifters, by Henry Beard and Roy McKie.
David Dragonas
Vice Commodore
Barry Gluck
Rear Commodore
Joe Puleo Jr.
Joyce Stoehr
Len Johnson
Homer Shannon
William Caron
Membership Committee
Tom Lochhaas
Mooring Committee
Don Sestini
House Committee
Ray Faucher
603 235-0145
Yard Committee
Paul Morin
Landscape Committee
Nancy & Doug Cornell 978-474-4323
Regatta Committee
Dan Pratt
Organized 1885, Incorporated 1890
Please send all digital* Sailorgram submissions to
[email protected]
Send all physical** Sailorgram submissions to:
Homer Shannon, 15 Autumn St., Windham, NH 03087
Due date is the first of each month. Sailorgram will only be published
when there is enough material to warrant it.
* Copy submissions must be in .txt, .rtf, or .doc format; image formats
must be .jpg, .gif, or .tif
Entertainment /Activities TBD
Jim Grenier
Sailing School
Jackie Morin
Steward/Club House
American Yacht Club
P.O. Box 1360
Newburyport MA 01950
** All written matter must be typewritten; images can be photos,
drawings, or other flat artwork. Artwork can only be returned if provided
with a self-addressed and stamped envelope.

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