150 Miles of Chop and Swell

Fall/Winter 2014
150 Miles of Chop and Swell
G
ary Brophy and I were the core Bazinga!
crew for this event, joined by Colin MacInnes, who sails Vortex, an F-28 out of
Jamestown, and we race together on Wednesday
nights. Colin is a USCG officer and has done four
or more Newport-Bermuda races and an Annapolis to Newport race, so has a lot of experience
racing offshore (albeit all on monomarans).
This was the first time that multihulls were
invited to join the Ida Lewis Distance Race, a
long course from Newport to Buzzards Bay,
then down to Montauk by way of Block Island,
and back up to Buzzards Bay, down again to a
Surviving The 2014
Ida Lewis Distance Race
by Dave Lussier
photo courtesy Robbie Benjamin
virtual mark south of Block Island, and back to
Newport. During the week before the race, we
divided up the boat/food/drink/safety equipment
type preps between the three of us and the
boat was well prepared a couple of days before
the start. We went out to the boat around
10AM on Friday morning before our 1250 start
and I took a Dramamine as the afternoon
forecast called for winds as high as 15 knots
and I knew the seas would be rough, especially
towards the Buzzards Bay Tower. There were
six trimarans total and 40 other monohulls, most
of them of the very go fast flavor with Spookie
(Carkeek40) as the scratch boat.
The pre-start area was pretty small from the start
line to Rose Island and we had a great start along
with Flying Fish, and by the time we tacked at Ft.
(continued on page 3)
IN THIS ISSUE
Ida Distance Race.................. page 1
NEMA Annual Dinner.............page 2
Forte Carbon Masts................ page 5
Off Soundings.......................... page 6
Buzzards Bay Blast ................page 7
Gotham Regatta...................... page 8
Black Dog Dash.....................page 10
NEMA Race Results..............page 12
1
The New England Multihull Association is a non-profit organization for the promotion of the art, science, and enjoyment
of multihull yacht design and construction, racing, cruising
and socializing. The NEMA Newsletter is published at no
additional charge for NEMA members. The editor apologizes
in advance for any errors.
Please submit articles to Andy Houlding.
Email: [email protected]
Mail: 101 Rogers Rd., Hamden, CT 06517
ELECTED OFFICERS
Commodore
Tom Cox
978-828-2181
[email protected]
Vice Commodore
Peter Vakhutinsky
781-718-0373
[email protected]
Race Chair
Steve Parks
401-529-5243
[email protected]
Cruising Chair
Bob Gleason
508-863-6760
[email protected]
Treasurer
Michael Lipton
978-281-1389
[email protected]
Secretary
Ira Heller
617-288-8223
[email protected]
Newsletter Editor
Andy Houlding
203-668-6415
[email protected]
APPOINTEES
S
Letter From The Editor
kedaddle is tucked away once again
under a tarp, sitting on the trailer and
shivering in the prematurely cold November winds, awaiting the warmth of spring. But
there’s a lot to do before the sun moves back to
the northern hemisphere. The sails need to be
washed. The main sail needs a new bolt rope.
We’re considering switching from a hank-on
jib to a roller furling system. The chartplotter
needs to be replaced. The bottom will need to
be washed, sanded lightly, and repainted once
again, or maybe just a touchup will do. There’s
a problem with the sailfeeder on the mast, it
needs to be removed, holes filled and redrilled,
and the feeder reinstalled. There’s wiring to be
upgraded. The masthead light never worked
consistently, so we’ll need to pull off the
masthead crane and sort out the wiring there.
But first, my left shoulder rotator cuff needs
surgical repair, so I’ll be out of commission for a
few weeks, and then there will be the physical
therapy. Both boat and sailor are in need of
maintenance.
It’s not surprising, given the glorious season we
had this year. We got Skedaddle in the water
early in May, and pulled her out the second
weekend in November. We raced, cruised, and
day-sailed up and down Long Island Sound,
down the East River into New York Harbor, later
back up to Block Island Sound, to Vineyard
T
Life Members
Spencer Merz
617-731-8054 • [email protected]
Walter & Joan Greene
Spencer Merz
Don Watson
Production
Sandy Parks
NEMA Web Site
www.nemasail.org
See the website for membership application and meeting information.
2
N E MA
Fall/Winter 2014
As we look forward to next season, please
think about making a contribution to this NEMA
newsletter. We want to hear about your multihulls, your victories and defeats, the cruising
and the bruising. And please join us at our
annual dinner February 7, 2015, at the Venezia
Restaurant. I hope to see you there.
--Andy Houlding
NEMA Newsletter Editor.
NEMA 2015 Annual Dinner – February 7, 2015
his is the best opportunity of the year to
Fleet Captains
Jesse Deupree
schmooze with your fellow multihullers
[email protected] •207-232-2295
while enjoying a delicious buffet and a
Mike Divon
great view. We will also award racing trophies
[email protected] • 917-288-5348
to the 2014 winners. Once again we have
Keith London
booked the Venezia Restaurant, 20 Ericsson St,
718-815-6438
Dorchester, MA 02122. You will find excellent
Directors at Large
Phil Babcock
food including a Mediterranean appetizer
[email protected] • 978-392-0455
buffet, two selections of hot entrees, all the
Richard Bluestein
sides you could want plus desserts, reasonably
[email protected] • 617-734-2414
priced drinks, and free parking—with a water
Syd Miller
view to boot.
[email protected] • 508-496-8309
Our keynote speaker this year is Pete Melvin,
Photographer
Tom Cox
978-828-2181
principal at Morelli & Melvin, one of the world’s
Historian
Sound, into Narragansett Bay, around Conanicut Island, and peeked a few times at the Buzzards Bay Tower. We sailed through the Race
on the tidal current, and we fought the tidal
flow in Fisher’s Island Sound. We borrowed a
mooring from Nick Nicholson in Jamestown
for a couple of weeks (thanks Nick!), joined the
gang at the Black Dog Dash on the Vineyard,
had a wildly silly Ida Lewis Distance Race
debacle (sailing 150 miles and missing the
finish line in a state of sleep deprivation!), and
enjoyed our first Gotham Multihull Regatta. We
missed the Spring Off Soundings race when
the East wind and foul tide on delivery day
conspired against us, and missed most of Fall
Off Soundings when demands of work joined
the conspiracy (though I was able to get down
on the Saturday to join Penry Jackson on Gwas
y Neidr). But almost every weekend was excellent for sailing. I will not complain about the
dues that must now be paid.
premier multihull engineering and design teams.
M&M’s designs range from SUP boards to AC 72
foiling catamarans and just about every conceivable platform in between. Pete will be presenting
some cutting edge multihull designs, both racing
and cruising, that are currently in production,
in tooling, or on the design board. These new
boats range from the 20’ Nacra FCS (Flight Control
System) to the next America’s Cup 62’ foiling
catamaran on the racing side, and the HH50 and
HH66 performance cats on the cruising side.
Currently in tooling is the Rapido 60 trimaran, and
in the design/concept stage is the McConaghy
California 45’ foiling catamaran designed for the
consumer market.
Pete Melvin is a graduate of Boston University
with a degree in Aerospace Engineering. He
designed aircraft at McDonnell Douglas for five
years before forming Morrelli & Melvin in 1992.
Pete has been a champion sailboat racer since
his youth and has won over 25 National Championships in a wide variety of dinghies, keelboats,
and multihulls of all sizes. He has won three World
Championships, including the 1997 and 2005 A
Class Catamaran World Championships.
This year, as last, single members may purchase two tickets at a discounted rate of $50
each, and family members may purchase four.
Extra guests and walk-ins will be charged $70.
Reservations can be made by email: treasurer@
nemasail.org. Advance payment can be made
by check or Paypal. Please save the date and
join us February 7.
NEMA NEWS
(Ida Race continued)
Adams for the first time, we were in the lead of
the multihulls. The only class that started before
us (15mins earlier) was the PHRF Double Handed
boats which were mostly Atlantic 40 boats.
This first leg was to the RW NB buoy around 7
miles South which was left to port before going
to the Buzzards Bay Tower. The water just after
the start was pretty flat but once we got South of
Castle Hill, the waves got much bigger which is
typical for this type of wind (15-20kts) and outgoing tide. We did not have a reef in the main, and I
thought we should have put one in before the start
knowing it was only going to get windier through
5PM. The forecast was only calling for 15mph
wind, but it was clearly going to be more since we
were already beyond that before 1300. We were
pounding the hulls into the waves at speed and I
knew we were likely pushing water into the floats.
As we headed out, the conversations began about
do we put up the spinnaker or not since the wind/
waves were pretty much at the limits for us. We
decided to get to the mark, turn down wind and
put out a jib with barber hauler to see what it feels
like, then decide after that. During this first leg,
Three Little Birds passed us to weather; they have
much more buoyant hulls to go through the big
waves, so I was not surprised. I knew they had
a relatively small spinnaker and we should easily
be able to pass them downwind (we owe them 5
rarily, so I knew we were on the edge, or at least
the edge of this boat and this crew. We smoked
past Three Little Birds and regained the lead.
Flying Fish appeared to be leading the other multis
in our class behind us and sailed higher and faster
than us heading Southeast to the layline. We
wanted to approach the Tower on starboard for
the rounding so we gybed onto what appeared
to be a slightly early layline for the tower. After
a perfect gybe in big breeze/waves, we were
flying and as we bled off the speed downwind,
our layline was very close to the tower with a tiny
bit to spare. Flying Fish and some others went
beyond our layline and I did not envy their overly
hot ride into the Tower mark. Here is a link to
replay the tracker of the race. (http://kws.kattack.
com/GEPlayer/GMPosDisplay.aspx?FeedID=1350)
Unfortunately, the tracker did not work for us on
Bazinga! nor did the trackers work for around 1/3
of the fleet. However, track did work for Flying
Fish (until they lost their rig) and Skedaddle, as
well as Spookie, the scratch mono.
and installing a sail tie securing the reef point to
the mast pulling forward. I had a hell of a time
putting the small Spectra reef line between the
boom and reef clew and could only get one wrap
in (we normally have two) so when we raised the
main back up, the tack was fine but the clew was
around 1’ higher than it should have been. We
sheeted in hard with almost blocks-blocks on the
main and things were far more manageable but
still very rough.
Steve Parks ( Flying Fish) later told me that
they were coming into the Tower and the mast
snapped between the hound and the spreader.
He said it was sort of in slow motion and the mast
fell to leeward and nobody got hurt. Flying Fish
worked to salvage the mast and sails as best they
could and motored back to shore in big waves on
their port forward bow with no
rig (not a fun ride and my guess
is around 12 miles) and went to
Third Beach where Steve conveniently has another mooring.
(We did not learn of the Flying
Fish dismasting until many hours
later.)
After heading South for a bit, we realized that the
forecast was calling for a shift from South West to
West and possibly swinging to North West, with
more chance of a Northerly vector in the breeze
closer to shore versus a stronger Southwesterly
breeze offshore. With the boat slamming into
waves upwind, and with the planned “righty”
shift, we decided to position ourselves over to the
right side of the course in anticipation of this shift.
It turned out to be a good move. We tacked over
and headed North West towards the Newport
bridge as a layline so we could tell when we got
headed, which was a far more pleasant, albeit still
rough, ride. As we got closer to shore, we noticed
that Three Little Birds came with us and in fact
they were doing well upwind, usually outpointing
us. We crossed tacks with Three Little Birds near
the Sakonnet River entrance and we were within
five or so boat lengths of each other. Once again,
I thought they might beat us upwind and we’d
beat them down wind. It was around this time
I noticed we had lost the Windex on top of the
mast. No big deal in the daytime, but this was a
very big deal for night sailing as it’s the key indicator of being on course or not
We expected Flight Risk, the
other F-31, to be up there with
The 150nm race course we sailed
us but they too were nowhere
to
be seen but we knew they
sec/mile). We passed all but two of the monohulls
were
well
behind
us.
We later learned that a
that started 15mins before us. After they rounded,
crew member had gotten very seasick and they
they did not immediately put up spinnakers, but
dropped out of the race.
they did after 10 minutes or so of rounding.
As planned we just went with jib to see how
things felt and we were hitting 16kts but not sailing very deep. Waves were 3-5’ with occasional
larger ones. Three Little Birds did not put their
spin up right away, but after 10 minutes or so,
we saw it go up and they went much deeper
and faster than Bazinga! We decided we were
comfortable with deploying the kite and put ours
up too. Then we took off, peaking at around 18kts
and sailing much deeper, still on starboard gybe
heading Southeast. We more or less stayed low
and slow (relatively speaking) and did not heat it
up as we would in the flat water of the bay. We
got much of our speed surfing down the huge
waves. For the first time ever with this boat, we
cavitated the rudder and lost steerage for a few
seconds and had to release the spin sheet tempo-
After rounding the Buzzards Bay Tower at around
3 p.m., we headed upwind on starboard tack with
full main heading for the bigger wind offshore. It
was here we realized we didn’t need or really
want bigger wind! We had plenty and we also
had huge nasty waves to pound into. Every fifth
wave or so was making the 7’ long bow sprit go
around 1’ underwater with waves coming over the
main bow. We had to put a reef in the main and
had no alternative. We did it but with the rough
seas, it took us over 20 minutes to get it done and
lost considerable time/ground on the approaching
monos and other trimarans that were still running
well. Gary sailed with just the jib and we travelled
the main down quite a bit so it was feathered.
I then dropped the main down below the reef
point with Colin at the mast pulling the reef line
We saw Milk & Honey round the Tower and also
slow down to put in a reef, but eventually it appeared they dropped their jib and had a mechanical issue. We later learned their jib halyard parted
so they dropped out of the race at this point. They
likely could have continued with reefed main and
used the screecher halyard for the jib halyard, but
that is a bit dangerous with incorrect halyard tension angles and not having the ability to shake out
the full main later, they probably knew they would
likely not be in the running to win.
I think it was on this leg that Colin showed the
first signs to us he was not feeling well. He
was perfectly normal as crew helping out with
everything maneuver-wise, but then when he got
sick, in typically military fashion, he would make
sure he wasn’t doing anything important and go to
the leeward side to blow chunks. I felt really bad
for him as I knew the weather was not going to let
up anytime soon and I really didn’t want to drop
out of the race either, but if he was really bad, we
would have. We later found out many monohulls
dropped out due to violently ill crew members,
likely caused by the wave action on this leg.
As we headed North after putting the reef in, we
saw Spookie head South and they just kept going
3
(Ida Race continued)
While heading NW on port tack, the wind and
waves subsided a bit and we shook the reef
out of the main and were back to full power in
perfect breeze. We tacked back after getting the
expected header and realized we were almost
heading towards the 1BI buoy on the North side of
Block. Prior tactics analysis told us to stay South
of Block due to more breeze and opposing current
heading East at 1BI, but then we’d have to pay our
dues later on the leg from SW Block to Montauk
with the tide pushing us South. Decisions decisions. We were heading upwind on starboard
towards 1BI with Three Little Birds pretty close by
and hanging with them now that we had full main
back up. Then we made the decision to crack
off and go fast towards the SE corner of Block
to leave it to starboard. This was a tough one
as we thought we might be giving up some time/
distance, but we thought the payoff of that fast
cracked speed and bigger breeze and less opposing current SW of Block would be worth it. Turns
out we were right.
We smoked fast at 12-14 for miles right towards
the SE corner of Block then headed upwind to
fetch Montauk. Checking the tracker, we realized a) we were not tracking and b) Spookie just
went ‘way South and was now heading back up
towards Block on their port tack and we were
ahead of them. The move to the North had paid
off as Spookie should have already been way
ahead of us. But we were uncertain about Three
Little Birds since they stayed close hauled and
slow (8kts) and continued heading to the North
side of Block. We never saw TLB again until the
mooring. It was around this time I learned of the
Flying Fish drop out (noticed it on the tracker) so
I called Steve on his cell and got the news. Also
learned Milk & Honey dropped out and Flight Risk
and Skedaddle were nowhere in sight but I knew
were well behind. The waves on the Southeast
side of Block were nasty with the wind subsiding
to 10kts or so. Colin continued to not feel well
and went down in the bunk for a bit. Gary and I
sailed to the Montauk buoy in considerable traffic
(mostly fishing) in the dark and we rounded the
buoy just ahead of Spookie.
We decided to let Colin rest and Gary and I put
up the spinnaker and headed Southeast again to
get to the virtual mark around 5 miles SE of Block.
We saw and heard Spookie put up their spinnaker
right behind us and then sail lower and slightly
faster than us, and realized there was no way we
could beat them boat for boat since they were
inherently much faster upwind and were now just
a tad faster downwind in these conditions. We
stayed South for quite a while past the turning
4
N E MA
Fall/Winter 2014
mark and then gybed towards the Tower just after
midnight.
We rotated bunk time with 2 hours bunktime and
then 4 hours on watch wherein we rotated drive/
trim/nav duties while on watch so we didn’t steer
for more than one hour each. I was down from
2300-0100 then came on watch from 0100-0500.
Just after coming on watch and driving, with
Gary down in the bunk, Colin and I saw a pod of
dolphins in the bright moonlight under the spinnaker off to starboard. They were right next to the
boat and we were doing 8-12kts. We told Gary to
get up to come see this. It was just gorgeous and
a highlight of the trip. Then I heated it up to 16kts
and apparently the dolphins really like this as they
kept up with us and put on a show jumping clear
out of the water less than 15’ from the boat!!!!
These were huge dolphins too at 6-8’ long! What
a sight!!! They swam with us for 5-10 minutes and
what a welcome inspiration that was. We got to
the Buzzards Bay Tower again around 3 a.m. and
headed back upwind to the virtual buoy.
This final upwind leg was far more comfortable
than 12 hours earlier at this same location, but
without the Windex on the top of the mast and
the ability to see the leeward thread on the jib, we
didn’t steer very well and did not make very good
VMG upwind. In fact it took us around 5 hours to
go the 25 or so miles from the Buzzards Bay Tower
to the virtual weather mark Alpha for a paltry 5
knots VMG. We probably lost almost an hour
on this leg due to bad driving in retrospect and
should have steered to the knotmeter instead of
trying to look at threads.
fashion, he went to the back cross beam and continued to be sick. This guy did not complain one
bit about this and just drove/trimmed/navigated
and occasionally…puked. What a trooper.
We passed Crazy Horse and began to reel in
another monohull up ahead with a large blue spinnaker. They were lower and slower and heading
more towards Castle Hill while we were higher/
faster and heading more towards Beavertail. We
got alongside them at Castle Hill but we were
almost a mile to weather with the SW breeze so
they remained ahead (barely) to the finish. Turns
out only this boat and Spookie finished ahead
of us out of 40 monohulls and all the rest were
behind.
We had to do three gybes, first at Kettlebottom,
then two more in typical Wednesday night racing
areas, to get in line to the finish, a line between
the deck of Ida Lewis YC and the G Bell near the
South tip of Goat Island, right down the middle of
the harbor entrance. We were heading straight
into the harbor leaving the Ft. Adams wall close
aboard and gave a kayaker a bit of a motivation to
paddle fast out of our way. We peaked out around
16 knots in a gust heading into the finish, but then
tamed down to 8-10 to cross the line, crossing at
around 10:12, heard our horn, and quickly put up
jib and dropped chute without incident. We had
the paperwork prepped with our rounding times
and the tracker ready to give back to the RC. The
Ida Lewis RC boat came along side and we gave
them the log and tracker and they gave us a cold
bottle of champagne (tradition for all finishers of
this race). They told us many boats had dropped
out but we didn’t ask if we were the first multihull
or not. The only boat that had a chance to beat
us was Three Little Birds, as we never saw them
after we cracked off to head South of Block and
thought there was a tiny chance their trek to the
North might have paid off. Then as we headed to
our mooring in Jamestown, we saw the Birds on
their mooring with nobody aboard and realized
there was no way they would have finished that
much ahead of us so they too must have dropped
out. We won!
As we approached the virtual mark, Colin and
I were on watch and Gary was bunking down
below. The wind was relatively light at 10-12kts
sand Colin agreed that the two of us could get
the kite up so Gary could stay in the bunk. Colin
drove while I prepared for the hoist. We rounded
the virtual mark just behind a 50-foot monohull,
Crazy Horse and then Colin and I put up our spinnaker. As I opened the bag I saw the tack line
had a massive chafe on it that was about to break
through so I removed the
snap shackle and just tied
it to the tack ahead of the
chafe mark. Lucky we noticed this as it would have
failed for sure. We put up
the spinnaker and furled
the jib taking off at a comfy
12 knots towards the finish
higher and faster than
Crazy Horse. Just after the
sails were set, Colin says
“you need to take the helm,
Toptake
Picture:
Dinner
Kate & Joe’s following the Black Dog
and
it now.”
I didattake
Flying
Fish at
Beach after being dismasted
Dash,
bottom
picture:
at
waiting
forThird
the awards
it and in disciplined militarythe beach
photo by Sandy Parks
South, presumably for more breeze. They had no
reef in their main and several Group3 professional
sailors on board.
Forte RTS: Flying Fish Gets Repowered
W
hy is Flying Fish so fast, how did her
new carbon fiber mast break, and what
are the details of the new rig currently
under construction? These were the topics under
discussion by Steve Parks, owner/skipper of
the modified F27 Flying Fish and Tony DeLima,
president of Forte RTS, a carbon fiber fabrication
shop located in Ledyard, CT at the recent NEMA
gathering held 11-15-2014.
The meeting was hosted by the Newport Yacht
Club in Newport RI, and drew a lot of new faces
from the New York, Connecticut, and Rhode Island
contingent, plus the usual suspects comprised of
board members and their spouses. The demographics of our club have been slowly shifting
south as new members from those areas are filling the ranks and enjoying the benefits of multihull
racing, cruising and socializing with a like-minded
bunch of enthusiasts. 36 members were in attendance and the venue was cordial and classy,
with a gas fire sizzling in the background and a
bartender dispensing the best priced (and made)
cocktails in town. We dined on the usual fare
of pizzas and salads, augmented by an array of
scrumptious desserts thoughtfully provided by
Sandy Parks.
Dave Lussier kicked of the proceedings with a
personal reminiscence about how darned fast
the Fish was this past season (before she broke
her spar). It seems that a combination of expert
handling, a new hybrid F27-28R carbon wing mast,
and a new set of North 3Di sails has been virtually unbeatable, in spite of two significant rating
adjustments imposed on this speedy craft. She
is sailing almost boat for boat with Dave’s F31R
Bazinga, being outdistanced by a small margin
only when the going gets really rough.
Steve recounted the elaborate thinking and
detailed planning that went into the design
of the recently demised rig; how the subtle
differences between an F27 and a 28R in stay
layout and boom design require special design
considerations when laying out the new spar,
particularly when it comes to sheeting in the
main for upwind work. The fat head North 3Di
main and jib are very robust, stiff, and shapely
which contributes a lot more
power than did her old sails.
The rig was significantly
lighter than that of a standard
F27, the mast tube weighing
only 62 pounds, and all wire
standing rigging having been
replaced by synthetic. As any
hot-rodder knows more power
and less weight means faster
acceleration and more speed.
As for the events leading up
to the dismasting? Breezy
gusty conditions with winds
at 20+ knots making for rough seas during the
long spinnaker romp from Breton’s Reef to the
Buzzard’s Bay tower took their toll. While it is
impossible to determine the exact cause of the
breakage, the location of it was never in doubt:
the spar failed below the hounds as a result of
stress induced by high winds and rough seas. It
seems that the forces exerted on the mast tube
exceeded its inherent strength and it likely deformed out of column. Stresses resulting from
gusty conditions coupled with the direction of
strain from the spinnaker along the y axis of the
fully rotated mast will have much more impact
in this sensitive unsupported but reinforced
area. Steve recounted that the rigidity of the
track kept the main sail intact and spared it
from destruction as the failed rig floated to
the sea’s surface; it took quite a few minutes
using a screwdriver to release the compression
fittings on the full battens in order to recover
the main. Fortunately, the prevailing winds
were blowing Flying Fish away from any local
hazards, allowing for a more leisurely recovery
of sails and broken spar before turning up wind
under power and motoring home to Newport.
Fortunate also that no one was injured in the
process. Steve became the hot topic of conversation around town for weeks after the event
as it seemed everyone who knows anything
about sailing (which includes most people in
Newport) knew about this one.
Tony DeLima took the stage and wowed us
with a detailed account of
the methodology behind the
design and manufacture of a
carbon wing mast. His company, Forte RTS, builds around
150 spars a year and thus he
has plenty of experience with
these beasts. Those with an
engineering background were
duly impressed by his breadth
of knowledge and hands on
experience in the field; those
without such prior knowledge
Report and photos by Tom Cox,
NEMA Commodore
were treated to a primer on the same. Amidst
explanations of Young’s modulus, the definitions of E and I and how they relate stress to
compressive strength, we learned as much as
we could absorb about how the special sauce
is cooked. After describing the generic process
involved in braiding, reinforcing, hooping,
compressing and cooking the laminate, then
extracting the aluminum mandrel from inside
the epoxy saturated carbon fiber tube, Tony
got down to the specifics of Steve’s new mast.
Each project has its unique challenges, and
that of building a new spar for Flying Fish took
these demands to a higher plane. Tony showed
side by side tables of the critical data involved
in designing a rig for an F27 and an F28R, and
the analysis required in synthesizing a “ new”
hybrid F27-28R rotating carbon wing mast as
compared to the offsets and data for the “old”
one. This new mast involved inputs not only
from Ian Farrier, but also from the insurance
company that was underwriting the replacement. The result is a mast tube with thicker walls
and more reinforcement in critical areas weighing
22 more pounds than the original, outfitted for the
attachment of running back stays at the masthead, and a circular thimble mounted about a foot
below the spinnaker exit sheave that spreads out
the spinnaker induced stress and brings it closer
to the hounds. All this for a mere $60/lb - a bargain
at twice the price.
Tony capped off his talk with the actual manufacture, in miniature, of Steve’s new mast, this
one composed of prepreg carbon in lieu of the
more usual (for Forte RTS) woven spar. This 15
minute performance was clever, humorous,
and punctuated by shouts of enthusiasm and
joy from the crowd. At the end, Tony presented
a 2’ long wing spar, complete with reinforcements, off axis, and bias woven cloth to Steve
with the admonishment that all Steve need do
was bake it for 3- 4 hours at 300 degrees and
voila a new mast.
Did I mention that a great time was had by all?
This venue warrants more visits in the near future by the NEMA faithful; stay tuned for more.
5
Spring Off Soundings
The Off Soundings spring series is a
two day regatta held in Block Island
Sound, organized by the Off Soundings
Club. The fleet typically consists of
100-150 boats, mostly monohulls, in
ten or more classes. This is a regional
event drawing entrants from a variety
of sailing associations.
by Peter Vakhutinsky
S
pring Off Soundings starts on Friday in
mid-June near Watch Hill, RI. For team
Tritium it means trailering the boat, our F-27,
from Needham Massachusetts on a Thursday
evening to a secluded but perfect ramp at Barn
Island, on the Connecticut border, launching
the boat and spending the night at the dock of
Wadawanuck Club in Stonington. (Many thanks
for their year after year hospitality!).
Pretty much every year since we started
participating in the Spring Off Soundings, the
weather pattern has been the same—a stormy
Thursday evening, calm night, followed by foggy sailing on Friday. This year was the same. As
we started to drive around 9PM from Boston,
our weather radar showed a line of rain and
thunderstorms coming up from the southwest.
For the third year in a row we timed it perfectly,
crossing the line of rain and arrived at the ramp
around 10:30 PM, missing the storm while we
launched. About an hour later we arrived at the
Wadawanuck Club dock, celebrated our safe
and dry arrival, and went to bed.
My team consisted of my daughter, Sofia, my
regular crew member Roman Danilov, and
his wife Irina. Irina quite often joins us for the
Spring Off Soundings, as it happens around her
birthday. Two days of sailing is the best way
to celebrate a birthday. But this year Irina got
special treatment from the weather gods.
Friday morning greeted us with fog and light
rain. While Roman still snored in the aft cabin
we donned our rain gear, had coffee, and pulled
away from the dock.
As we sailed to the starting line there was still
some hope that the fog would lift and the wind
6
N E MA
Fall/Winter 2014
would build. The Race Committee had the same
hope, as they postponed the race for about an
hour. But it didn’t help. All of the monohulls got
started, and finally the multihulls got the horn.
This was followed by heavy rain and dense fog
that blanketed Block Island Sound.
Navigation was fun. Visibility was a few
hundred yards at best. Torrents of rain made
the telltales hang vertically and stick to sails.
Sitting was impractical as water would puddle
in your rain gear folds and slowly seep under all
that high-tech fabric. Once in a while another
boat would appear nearby out of the fog and
disappear again. After a couple hours of sailing
with no visual clues on our direction except
compass and chartplotter, some of my crew
started to wonder if we were actually on the
right course. If the GPS malfunctioned we
could have been sailing away from our destination—Block Island.
Tritium racing in Narragansett Bay
only well-run and well-organized regatta, but it
has a great social gathering. We just love it.
The Saturday race, which is normally a circumnavigation of Block Island, was postponed once
again due to lack of wind. It gave Roman the
perfect opportunity to snore in the back cabin
while the rest of us went for breakfast at The
Narragansett Inn. Eventually we got to sail even
though the course was shortened to one side of
Block Island. This time, the challenge was the
strong tidal current.
But then we started to hear the gong from North
Reef Bell – “1BI“ (the only mark to round on the
course) and my fearless crew started to show
some positive emotion. But rounding the mark to
round presented new challenges. Although we
could hear it, it was difficult to pinpoint its exact
location amidst the fog, as it was completely
invisible. And of course all the other boats had to
sail in exactly the same place, so we had to really
watch out for collisions.
By the time the multihulls started, an hour after
the first class, many boats had gone several
miles to the southwest mark and returned back
past the starting line to the same North Reef
Bell we rounded on Friday. But as we would
soon find out, an early start did not give the
monohulls much advantage. The whole fleet
was compressed at that cursed “1BI” mark,
with no wind and an adverse current. We sailed
right into the middle of the whole fleet and quickly
realized the reason. The strong current was not
only exactly against us, but it also pushed everybody around the island to the east. If you sailed
on starboard tack, you were pushed to the east,
if you sailed on port, you are pushed to the north.
The multihulls and some sporty monos were at
least able to sail against the current. Some boats
like the Nonsuch class were simply pushed to the
other side of the island.
And then... Block Island appeared suddenly as
if the fog did not exist. It was a little bit overcast
with patches of blue sky above the island and
no rain. It meant dry clothes, warm showers, a
big party under the tent and dinner with some
fellow NEMA members. The icing on the cake
was our first place finish. Off Soundings is not
We eventually finished in third place, and
immediately proceeded back to the launch
ramp, 17 nautical miles from the finish line. Of
course, with the race over we had a perfect
ten knots of breeze, flat water and sunny skies.
We cooked a hot meal, sat comfortably in the
cockpit, and simply enjoyed life under the sails.
A Little Sustenance
by Sofia Vakhutinsky
I
was recently sailing the internet, and I came
across a website called, Sails for Sustenance. It sounded interesting, so I clicked
on it. I found that Sails for Sustenance, or SFS,
is an organization that collects and donates
old or worn sails to sustenance fisherman in
Haiti. (Sails for Sustenance is on the web and
on FaceBook.)
Many of the fishermen have been using sails
that are made out of plastic sheets, and even
floursacks, which clearly are not very good.
They are too poor to
buy actual sails, which
is why SFS began in the
first place. I decided to
do a drive for it, where I
would collect all these
Sofia onboard Tritium, Gotham Regatta, 2014
photo by Roman Danilov
sails and then ship
them to SFS headquarand make a difference in someone’s life, please
ters, where they would be delivered to Haiti. I
contact my dad, Peter Vakhutinsky, at pvakhutknow that many of you have sails lying around
[email protected], or if you have any questions
the house that you are probably never going to
email them to [email protected].
use again, so if you would like to donate them,
GlowBoat’s Buzzards Bay Blast
by Ed Sinofsky
by Ed Sinofsky
GlowBoat racing in Narragansett Bay
T
his year’s Buzzards Bay Blast took place at
Bob Gleason’s awesome home on June 28th.
Despite smaller numbers of participants in
the last several years, my crew Scot Mackeil was
wearing a t-shirt from a 1999 Blast. This year we
would see five boats participate.
My friend Mike Utley and I trailered GlowBoat
to the ramp at Wings Neck and launched
there early Saturday morning. The wind was
very light and the forecast was for light to non
existent wind, but increasing in the afternoon.
We rigged the boat up quickly and motored
across to the beach at Bob’s. Steve Parks was
there with Josh and Sandy on Flying Fish, Peter
Vakhutinsky with Tritium, and Nick Nicholson
with the beautiful Blackbird.
The course was set with marks at Bird Island to
Cleveland Ledge to Can 10, North of the Elizabeth Islands, and the reciprocal course back to
Bird Island.
We motored out to the start and I got my first
chance to see Flying Fish’s gorgeous new 3Di
mainsail on her new carbon mast. String Theory
joined us at the Bird Island start line with her
new major-squaretop Smyth main.
The wind at the start was southwest at about 5
knots. We headed off to Cleveland ledge. The
leeward end was the call as it gave a tighter
reaching angle to the ledge. We were on the
other side. Flying Fish led Blackbird and the rest
of the fleet to the ledge.
The course to the next mark was upwind, and
light. Peter said he almost fell asleep steering upwind on this leg. It was mesmerizing. At
the upwind mark it was Flying Fish followed by
Blackbird, Tritium, GlowBoat and String Theory.
Up went the spinnakers and the fleet sailed
downwind with a few jibes to get us back to
Cleveland Ledge. The wind started to build
through 10 knots. By the time we jibed around
Cleveland the seabreeze kicked in and it gusted
past 15 knots. The run back up to Bird Island
was a tighter reach, and our speed exceed 15
knots in the peaks. My homemade bowsprit
was bending severely, and I prayed it wouldn’t
break. It didn’t.
The fleet headed in to Gleason beach and
home to enjoy a NEMA sponsored picnic. We
motored over to Wings Neck, yanked the boat,
and dragged it over to Bob’s. Peter’s daughter
got preoccupied stand up paddling on her new
board, so Peter came later.
I also get preoccupied when I paddle!
We were having a lovely time, when we spotted
strangers on board Flying Fish. Josh Parks
hopped into action and rowed out to see what
was happening. It was kayakers in distress who
found the F27 a convenient floating rest station
where they could bail out their kayaks. Josh
helped them and rowed back to the party.
Bob cooked us a barbeque and Steve Parks
analyzed the results. He turned his computer
around to show me that we had won! It was a
nice feeling to win, and was the first time I had
ever beaten the Parks on Flying Fish.
Final result: 1) GlowBoat 2) Tritium 3) String
Theory 4) Blackbird 5) Flying Fish.
7
the main about ten minutes before noon. Put a
reef in? We couldn’t get that set right and make
it to the start line on time. As we screamed
along in waterfalls of spray toward the start,
we radioed the committee boat. “You have
about one minute left in the countdown,” was
Jessica’s reply. The hell with reefing! We went
for the start line and tacked away on port. And
once we got Skedaddle in her groove, we were
making time against the bigger boats. New York, N.Y. June 1, 2014
T
here are ten multihulls entered in the
first Gotham Multihulls Series in New
York Harbor, ranging from 25 to 44 feet in
length, and we’re all pushing hard around the
Lower Bay just south of the Verrazano Bridge. So what’s this big blue-and-white trimaran doing on the racecourse? It’s Banque Populaire
VII, about 100 feet long, 60 feet wide and 100
feet tall, flying its windward hull in about 7
knots of wind and easily moving at twice wind
speed. She slows and tacks, then accelerates down the rhumb line to the finish. But the
French team that’s sailing her failed to pay the
entry fee and get a PHRF rating, so I guess they
cannot win.
We organized this New York event as a new
addition to the New England Multihull Association race series. Most of NEMA’s races
are on courses shared with monohulls, and
there are only a few monohull events that
tolerate multihull participation. The Gotham
series, along with the Black Dog Dash and the
Newport Unlimited, is for multihulls only. We
were supported by S Cruise for Smart Boat,
which loaned its 23-foot power boat to handle
logistics, photographer, and Sunday’s start, and
we had capable assistance from Jessica ToddMarone, Program Director for the Brooklyn
Boatworks.
We had the 44-foot Explorer Falcor, with a
minus-50 rating; the Condor 40 Intruder, a large
cruising tri; Windsinger, a Dragonfly 800, the
smallest in the fleet; and a bunch of Corsair
models --the 37-foot Milk & Honey, three Corsair 31s, Flight Risk, Scooch Over, and Gypsy
8
N E MA
Fall/Winter 2014
by Andrew Houlding.
Photographs by Laurent Apollon
Heart ; my Corsair 28R Skedaddle, and two
F-27s, Tritium and Flying Fish. The Richmond
County Yacht Club in Great Kills Harbor on
Staten Island was our
host, setting our skippers
up with moorings and
warm hospitality.
Our first race, Saturday
May 31, was most exciting, with a north wind
blowing down the Hudson and into New York
Harbor at about 20 knots. We were set to start at
noon just outside the
entrance to Great Kills,
with a start line set more
or less at a right angle
to the wind. We love
reaching conditions, but
with that much breeze
the boats were barely
in control and all were
sailing with deep reefs,
some with storm jibs,
reaching at high speed
across the starting gate. But not Skedaddle. We
were still at our mooring
in Great Kills Harbor,
struggling to free the
main halyard and get
the main sail up. I got
hauled up to the mast
head, pushed the halyard
back into position on the
sheave, and we hoisted
The course took us across the Lower Bay
over toward Rockaway Point and then north,
under the Verrazano, up to a mark just east of
the Statute of Liberty, with a finish on a line
from the Colgate Clock on the Jersey shore to
a point in Lower Manhattan. These are busy
waters. There are container ships, tugs and
barges, water taxis, the Staten Island Ferries, cruise ships, SeaStreak ferries, Liberty
sightseeing cruiseboats, monohull sailboats,
and police boats, Coast Guard boats, DEP
enforcement boats, tankers, jet-skis, and even
kayakers, all going in different directions, and
of course the fishing boats always anchored
just where we need to go. Tacking upwind in 20
knots can be tricky anyway, but we need extra
precision and timing because a missed tack
can leave us stuck in irons and at the mercy of
the traffic. We tacked far over to the west side of the
harbor by the Jersey shoreline before turning
toward the Statue of Liberty, where tourists
lined up on the island and sightseeing boats
jostled for position around it. We left the final
turning mark to starboard and turned from the
Statue of Liberty toward the finish. But the
blue skies that greeted us in the morning and
ushered in this northerly blast suddenly gave
way to an ominous storm head rolling down the
Hudson River. We pointed high up the river as
the rain began to spatter down and squalls of
wind buffeted us. And we were third to cross
the finish line, close enough behind the Corsair
31 Flight Risk to know that we would correct
out ahead on handicap. But Falcor, the 40 foot
Condor tri, having shaken out the reef in its
main and switched from storm jib to racing jib
just south of the Verrazano Bridge, had blasted
north with its minus-50 handicap rating to finish
the 15.5 mile course in 2:23, too far ahead for
any handicap correction to help us. Most of the fleet stayed over Saturday night
at Liberty Landing’s Pier 25, and the crews
convened for dinner and drinks at a restaurant
a couple of blocks away.
Sunday dawned sunny and beautiful and stayed
that way, but the breeze had disappeared. It
felt like it would be a downwind drift, but we
started just below Governor’s Island with a
whisper from the southwest. Skedaddle crept
along the Brooklyn shoreline, but that proved
a poor strategy, as Flight Risk settled into what
looked like a commanding lead further out in
the main channel, perhaps catching a stronger
southerly current out there. We all carried
screachers, and when we tried
our spinnaker we lost ground as
it failed to get any flow, and the
sail changes slowed us. Banque Populaire was in New York waiting
for a weather window to make an attempt
on the single-handed trans-Atlantic record. Armel LeCleach planned to sail this 105-foot
monster solo, trying to beat Francis Joyon’s
single handed record of 5 days 13 hours from
Ambrose Light to Lizard Point. While waiting
for that perfect prediction of a low-pressure
system that might take LeCleach East at a
record-breaking pace, he and his team were
training and tuning the boat, roaring around
New York harbor. Our race organizer Laurent Apollon contacted
the BP crew and told them our race course,
and the BP team obliged us with a demonstra-
tion of tripower. Yes! We all said. We want one
of those. Though who among us could manage it solo, let alone race it across the Atlantic?
As BP shot off into the distance, we were left
to leg it out for the finish line, far off the pace. This time, the F-27s Flying Fish and Tritium carried the day.
Following our Gotham race, Banque Populaire
VII gave up on the trans-Atlantic record for lack
of a good weather window, and the boat was
delivered back to France in time for the Route
du Rhum. Loick Peyron just sailed it, solo, from
France to Guadalupe in 7 days, 15 hours, beating the larger Spindrift 2 by almost a full day,
and breaking the Route du Rhum record.
The race committee had set
a tentative finish under the
Verrazano Bridge if the wind
did not pick up, but called for
continuation of the race when
we could all see ripples on the
waters below the bridge. Now
we were racing, though slowly,
toward West Bank, a shoal area
in the Lower Bay. That’s when
Banque Populaire showed up in
the distance, first as a dark blue
smudge back up behind us in
New York Harbor, then becoming
larger as she squeezed under
the bridge and into the bay. We
were racing against our fleet,
but with our cell phone cameras
shooting the maxi trimaran,
you could say we were a bit
distracted.
9
Flying Fish in Vineyard Victory Lane
by Josh Parks, photos by Svetlana Vakhutinsky
T
he 23rd Black Dog Dash took place in July
in Vineyard Haven, Martha’s Vineyard,
Mass. This year saw one of the largest
fleets in years; seventeen tris ranging from 24
to 42 feet. Saturday dawned sunny, with a light
easterly—a far cry from the more typical 12
to15 out of the southwest. Fortunately the wind
built enough to send the first boat off at its 11
a.m. start time, with the rest of the fleet following over the next hour and a half as each boat
started according to its rating with the fastest
boat starting last.
Onboard the F-27 Flying Fish, recently modified
with a carbon rotating mast and North 3Di main,
we had three of four family members, Mom
Sandy, Dad (Steve), and me (Josh) as crew.
When our appointed start time came, the main
went up quickly due to Dad’s well-timed heaves
and we hauled the anchor up from the forward
starboard net to start the boat pointed towards
the first turning mark, N4 right off Vineyard
Haven.
Due to the easterly breeze, the short leg
between Nun 4 and Red Bell 2 off of West Chop
was a spinnaker reach. We decided to hoist
10
N E MA
Fall/Winter 2014
the kite, despite the limited amount of time we
would be able to carry it, in an effort to eke out
every last advantage we could. We paid for our
hubris. While raising the kite we lost track of
N4 and turned down too hard, running over the
steel marker.
After disentangling ourselves from the nun,
checking for any significant damage (fortunately there were only minor scrapes and a pulled
out fitting for the port forward net), and taking our
penalty turn, we rounded
R2 and set off upwind for
the next marker off Cape
Pogue at the far eastern
end of Martha’s Vineyard,
thoroughly embarrassed.
We quickly set about
trying to make up the
estimated two minutes
lost at N4, beating to Cape
Pogue under full main
and genoa, and standing
generally further inshore
than the vast majority of
the fleet. We arrived at Can 3 just behind Penry
Jackson’s Dragonfly 35 Gwas Y Neidr and Andy
Houlding’s F-28R Skedaddle. The next leg to
Edgartown Light was a tight spinnaker reach
on Flying Fish, which we attempted to augment
by peeling to the jib for use as a staysail, but
Skedaddle, flying a Code Zero, walked away
from us.
After navigating the typically-crowded entrance into Edgartown Harbor and out again,
we left C3 to port and jibe-set for the return legs
to Vineyard Haven. After much discussion, we
followed Dad’s plan to split from the fleet and
stand inshore, in an effort to find relief from
the strong tide now sweeping up the Sound.
Although nerve-wracking early in the leg, as
our course was nearly perpendicular to the
rhumb line, upon jibing back on to starboard the
wisdom of Dad’s decision was evident. We had
managed to pass the boats ahead of us that
were further offshore in much stronger adverse
currents, and maintained some cushion ahead
of the bigger tris that were picking up steam
behind us.
As the fleet approached East Chop the wind
started to build, and Flying Fish settled in from
the mid 13s to mid 14s over the ground under
main and spinnaker, pointed directly at N4. We
kept looking over our shoulders as the larger
boats began to make up ground in the increased breeze. Dennis and Mlada Neumann’s
F-9A Milagro was certain to pass us, until their
spinnaker decided it was time to give up the
ghost.
Rounding N4 for the final two legs was another
important tactical moment. By this point the
wind had dropped again and the strong tide
sweeping across the course meant that it was
necessary to steer nearly 30 degrees to the
north of the buoy in order to prevent being
swept into it. Fortunately, we rounded without
mishap and with enough distance on the fastapproaching Corsair 37 Milk & Honey to cross
the line first.
As has been the case in recent years, the fleet
jockeyed with several small powerboats that
had landed in front of the Black Dog Restaurant
for the post-race beer and awards, resulting in
one minor casualty from an operator who didn’t
realize throttles have more settings than just
“on” and “off.” Dave Koshiol, as per tradition,
handed out the awards from the cockpit of his
boat. After the awards, Kate Shands and Joe
Mulinare (Orion’s Belt) graciously hosted all of
the crews at their home in Vineyard Haven for
a cookout.
After many years of trying, it was gratifying to
finally get a hard-fought win at the Black Dog
on Flying Fish. It’s always a pleasure to race
against the many familiar boats in the fleet,
but what was perhaps most exciting was the
number of new trimarans that came to race.
11
9
8
7
6
5
4
3
2
1
Milagro
Skedaddle
Vortex
Blue Moon
Falcor
Flight Risk
Glowboat
Bazinga!
Tritium
Flying Fish
Milk and Honey
46.9
10.5
87.8
65
19.6
47.1
37.9
93.9
81.3
50.9
Mitchell
10
Blackbird
2014 Season
11
Mooncusser
10/7/14
12
Temple of the Wind
Buzzards
Bay Blast
13
Intruder
Spring Off
Sndngs 2
14
Tri Me
Spring Off
Sndngs 1
15
Scooch Over
Gotham
2
16
Zoom
Gotham
1
17
Faul Tolerant
Black
Dog
Dash
18
Gypsy Heart
87.3
19
String Theory
87.8
20
Gwas Y Neidr
83.6
56.2
28.8
65.3
10.5
40.8
71.2
19.6
37.9
25.6
21
Windsinger
55.7
28.7
65
40.6
10.5
70.7
10.5
6
46.9
28.7
56.8
87.8
47.1
Newport
Unlimited
Day 1
40.8
Newport
Unlimited
Day 2
Vineyard
Race
Fall Off
Sndngs 1
93.9
5
5
Fall Off
Sndngs 2
78.5
68.1
448.5
518.4
500.8
624.8
7
7
10
9
12
Days
Raced
370.6
374.7
422.4
448.5
483.3
490.8
504.2
Total
Best
7
77.4
74.1
47.5
60.3
64.1
51.8
55.6
52.1
Ave pts
per day
sailed
49.8
Total
422.4
8
309.6
Sail for
Hope
56.8
5
Poco
Loco
85.8
379.7
4
30.1
50.9
370.6
249.1
65.3
46.9
309.6
236
30.7
87.8
5
92.6
8
81.3
249.1
95
83.6
Ida Lewis
Distance
Race
5
5
83.6
89.6
NE
Solo
Twin
43
5
83.6
241
21.8
44.0
71.2
65.7
81.3
220.2
10.5
197.1
10.5
5
56.6
48.9
28.8
3
165.5
5
220.2
127.4
10.5
197.1
6
127.4
33.2
2
124.7
61.1
165.5
2
113.4
43.0
93.9
127.4
3
105.9
65.3
10.5
18.2
74.5
127.4
3
86
28.7
58.8
124.7
3
65.3
9.8
5
113.4
2
57.4
24.2
61.1
105.9
1
49.2
41.2
19.6
86
2
48.4
5
5
8
4
4
63.7
65.3
5
41.2
41.2
71.2
57.4
2
33.7
56.2
49.2
1
28.7
65
48.4
1
25.9
25.9
37.9
41.2
1
21
37.9
33.7
1
10.5
10.5
28.7
2
10.5
9
44.5
25.9
1
10.5
50.9
21
1
43
10.5
1
10.5
10.5
3
33.7
10.5
9
28.7
10.5
10
10.5
10.5
10
6
5
2
16
3
10
64.3
71.9
79.6
96.9
22
Blue Steel
33.5
23
Sommersko
5
10.5
24
Infidel
6
65
25
Triad
10.5
9
49.6
26
Rainmaker
10
89.6
27
Triptych
93.9
28
Orions Belt
74.5
29
Cat and Half
28.7
30
5
20.6
31
Three Little Birds
95
32
Number of
Participants:
201 4 N EM A R AC E R ES U LTS
12
NEMA CLASSIFIEDS
BOAT FOR SALE
More details on these items can be found
at nemasail.org/memberspage.html#sale
WANTED
Wanted: Asymmetrical spinnaker
for my Searunner 37 trimaran. The renovation project has drained my bank account
so I can’t afford to pay much. If you have
a sail you would part with cheaply I’d be
interested. The approximate dimensions
are:- Luff 44 ft. , Foot 29 ft., Leech 41 ft.,
Area 980 ft2.
Contact: John Blewett.
[email protected].
Navico Corus Network Instruments.
Trying to maintain an old Navico Corus
network and need spares for rebuilding
and parts. Donate your old Navico Corus
components, sensors, autopilots, etc., and
I will make a generous contribution to your
new electronics fund. Units need not be in
working condition to be of use.
Tom LaMers, Chat de LaMer,
[email protected] 937 767-9187
CREW AVAILABLE
2008 Quorning Boats Dragonfly DF 35
$300,000 or best offer.
Ultimate Rig
New main in 2011.
Assymetric spinnaker and Light Wind
Genoa.
Sleeps 6 comfortably.
Many extras.
Located on the hard in Westbrook, CT.
Call Penry on 914-588-5230 or
email [email protected].
1999 39’ Walter Greene trimaran
SCOUT Well built and maintained custom
performance cruiser. Many upgrades.
Carbon spar and sails, composite rigging.
Lying Yarmouth, Maine. $135,000.
Owner: Tom Egan. Call: Bill Full, ECYS.
TEL: (207) 846-4545 FAX: (207) 846-6088.
Wanted
Interested in distance sailing:
Retired and available for deliveries to anywhere, anytime - long trips preferred, one
way okay, Can pay my way, not looking for
a free ride. Shorthanded is fine, the more
actual sailing time the better. Have mostly
shorthanded/solo cruising experience in
30-ish footers (cats and tris) and a doublehanded Bermuda race on a Val. Contact
me via phone if you might have a trip
coming up: 978-306-3347 (24/7). Thanks,
Tom Henry, Salem, Mass.
Ad checked 04/28/2013
MOORING AVAILABLE
Aldora has been sold to a new caretaker.
The Spiers are now boat deprived, and
can offer the use of their empty mooring
in Block Island’s Great Salt Pond to NEMA
members who might offer in return some
sailing time on nice multihulls. Particularly interested in getting some trimaran
experience.Contact John Spier for details.
401-207-4203 or [email protected]
Composite Engineering
277 Baker Ave., Concord, MA 01742
Carbon Spars ~ Racing Shells
Specialty Composites
978-371-3132
www.composite-eng.com
Paul van Dyke
125 Old Gate Lane, Milford, CT 06460
T: 203-877-7621 F: 203-874-6059 M: 860-235-5787
E: [email protected]
W. www.northsails.com
A DIVISION OF NORTH SAILS GROUP, LLC
13
First Class Mail
P.O. Box 51152, Boston, MA 02205
Nick Nicholson, Blackbird won
John Sampson, Flight Risk second
Newport Unlimited Regatta, 2014
14
N E MA
Fall/Winter 2014
Peter Vakhutinsky,Tritium third