PDF format - Good Old Boat

December 2008
Newsletter supplement for subscribers
Glamour Photos
by Karen Larson
B
ritish Columbia sailor and singer Andy
Vine had a great idea when he wrote:
I love this magazine! [We love letters that
start out this way. –Eds.] It hits just the
right notes to make sweet music to this old
sailor’s ears/eyes . . . most of the time. [Oh oh!
What’s the catch? –Eds.]
And . . . (I was taught that this is a better
word than “but” when you want to make
a suggestion) [Yep, here it comes. –Eds.] I
would like to see more real sailing photography. I think your photo editor is a bit hung
up on tranquility (calm anchorages, etc.)
when a lot of us yearn for and love the times
when the adrenalin runs high, the lee rail is
under, and everything is as taut as a welltuned fi ddle string.
These shots are hard to get, especially of
your own boat. That’s why my sailor buddies and I make a point of getting shots
of each other’s boats when we are out on
a cruise together. As an example, I offer
a shot I took of my friend Ross Walsh’s
Alberg 30, Anila Vara. As you can see, he is
taking a shot of my boat at the same time I
was taking this shot as we entered English
Bay after a fast and exciting crossing of
the Georgia Strait.
To get things rolling, might I suggest a
Good Old Boat photo contest? You could have
various categories: action shots, tranquil
anchorages, hairy moments, etc.
•
•
•
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Tartan 37 feature boat
O’Day 28 review
Pearson Ariel refit
History of the Atomic 4
Speaking seriously
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Signaling for Help 101
What size boat works for you?
Vessel documentation
Cabin ventilation
Beth Leonard on defensive sailing
Cast-iron keel
Rudder repair
In the news............................2
Used-boat buyers beware......3
Blogging sailors....................4
What it means to be a
Guardian.................................4
2008 mini-index of Good Old
Boat articles.........................5
Book reviews.........................6
Mail buoy...............................8
Excerpt from The Practical
Encyclopedia of Boating....12
Well, we pondered Andy’s proposal over a
few glasses of wine in a favorite anchorage
and decided that there is no way we want to
do another contest! But it’s still a good idea.
So, we’d like to post photos of people’s boats
continued on page 2
What’s coming in January?
For the love of sailboats
Inside this issue
Just for fun
•
•
•
•
The making of a young sailor
Romantic tale of a dinghy
In love with Aurora
Serendipitous sailing
What’s more
• Simple solutions: Modifications to improve
a plastic dinghy
• Quick and easy: A shelf of many purposes;
Another way to attach a halyard; Clever
pole holder design; Watertight first-aid kit
How to contact us
Michael Facius, Editor
612-605-8319
[email protected]
Jerry Powlas, Technical Editor
[email protected]
Pat Morris, Production Editor
651-797-3801
[email protected]
Good Old Boat Magazine
7340 Niagara Ln. N.
Maple Grove, MN 55311-2655
701-952-9433
701-952-9434 (fax)
http://www.goodoldboat.com
continued from page 1
on our website. In that way, they’ll take on a life of their own
because a page on a website has a much longer life than one in
print. So we’re asking you to please send photos of your boats
to our webmaster, [email protected]. We’ll post them
as they arrive <http://goodoldboat.com/reader_services/reader_photos.php> and every two months we’ll print one in our
Mail Buoy and send that lucky someone a Good Old Boat hat
or T-shirt.
We’ll accept “mystery photos” of boats in anchorages or out
sailing, since it’s sometimes impossible to identify them. The
photos should be high-resolution shots because we may publish yours in the Mail Buoy (magazine printers require much
larger images than websites do).
But what we’d really like to do — for the sake of other sailors
browsing our site — is to include information about the boats
we post. So if you can, please tell us where the photo was taken,
the names of the owners, the name of the boat, what kind of
boat it is, length overall, and what year it was built . . . that sort
of thing. Add any other information you’d like to share with fellow sailors (maybe when you bought it, how much work you’ve
done on the boat, and so on). Try to keep it between 75 and 100
words. Never fear: we’ll do some editing, so don’t feel you have
to be a writer to send a photo of your boat.
We’re most interested in photos of boats that are sailing.
We won’t turn down dock shots, although those are usually the
easiest and least interesting of all boat photos.
In the news
Holiday shopping
No doubt you’ve realized that the holidays are coming, since
not-so-subtle reminders have been everywhere since Halloween. If you’re searching for the perfect holiday gift for a hardto-buy-for sailor (even if you are that hard-to-buy-for sailor),
please visit the Good Old Boat website for ideas: <http://www.
goodoldboat.com/books_&_gear>. We have books, audiobooks, T-shirts, ball caps, fleece items, back issues (print and
CD), art and boat models, and chandlery items by the score.
Some of these items are through arrangements with special
friends. Others are our own. And some are made available
through a special arrangement with Amazon.com. If you arrive
on the Amazon site by going through our site, we receive a
percentage of anything you buy. It’s sort of like having a credit
card with your favorite university or special cause. (Think of
us as your “special cause.”)
What’s there? Boat gear and accessories. Anchoring and
docking gear. Cabin and galley supplies. Electronic and
electrical equipment. Hardware. Plotting, star finder, and
weather stuff. Clothing and outdoor gear. Heck, if you buy
a camera, a wide-screen TV, or a new microwave, we’ll see
a percentage of that also (and we’ll be grateful). So whatever the goal, start at our place and see what wonders will
unfold! Happy shopping.
The Riddle of the Sands
Our 12th audiobook is our best yet! If you’re a fan of the
classic, The Riddle of the Sands, by Erskine Childers, you
must hear this new recording by Jeremy McGeary. It’s simply splendid!
If you’re not familiar with this
book, now’s the time to find out what
you’ve been missing. The Riddle of
the Sands has been called the first
true spy novel. It was written in a
gentler time (just before World War
I) and was penned as a warning to
the British government about their
complacency in the belief that the
island nation was secure behind a wall of water and its naval
2
supremacy. Erskine believed the Germans could easily launch
an attack across the English Channel and wrote the book to
spread the word.
To download your copy or to buy a copy on disc, visit the
Good Old Boat audiobook site: <http://www.AudioSeaStories.
com>. Don’t forget to download the maps that accompany this
story. The recording is unabridged and runs 11.3 hours.
While you’re visiting our audiobook site, see what else we
have in store for you; there’s something for everyone!
Two new back issue CDs
Our newest back-issue CDs are hot off the press. Years 2002 and
2003 now bring our collection of back-issue CDs to a total of five
discs covering the first six years of Good Old Boat magazine
issues. Those include the hardest-to-find issues — 1998 and 1999
— together on one CD, and the following years through 2003.
More CDs will follow as paper copies are sold out in the years
to come. All pages as they originally appeared are there for you
in PDF format; they work with PCs and Macs. These CDs are
small, easy to store aboard (or at home if your local household
engineer has considered recycling your paper collection.
Hal Roth: 1927-2008
We were saddened to learn that Hal Roth has died after battling lung cancer. He was 81. An avid sailor, Hal was the author
of 12 books, most of them about sailing and his three circumnavigations, including two solo circumnavigations.
Hal and his wife, Margaret, started sailing in 1962. Five
years later they sailed around the Pacific. Two on a Big
Ocean, published in 1972, tells the story of that voyage. A few
years later, a South American voyage resulted in Two Against
Cape Horn.
“We had an amazing life,” Margaret said in an AP interview.
“We were married for 48 years and a large part of that we lived
on our boat, on our yacht. That became our home and so we
were very close together when we sailed.”
A World War II and Korean war aviator, Hal was also a
talented photographer. Hal’s final book, Handling Storms at
Sea, will be published this month by International Marine.
Our condolences to Margaret. Hal will be missed.
Good Old Boat Newsletter December 2008
Does this happen to you?
In the October newsletter, Phillip Reid, while still in pain from
the physical contortions he went through to replace his steering
cables, wrote: “ . . . ask for reader submissions of real good old
boatowners paying for our sins in the hole . . . what we’re willing
to go through . . . the hours and hours crammed into impossible places in impossible positions, somehow doing impossible
things despite their impossibility.”
In answer to that call for photos, James Todd sent this
photo, at right, showing him in what is, at best, an “awkward”
position. He explains, “This boat was featured on your February cover. This is why I have to contort to wash the stern at the
dock. Pride makes me do it.”
Send your own (or others’) awkward-position photos to
Karen Larson at [email protected]. If we get enough of
them, we’ll post them on our website.
We’re still waiting for the promised photo of Phillip’s backside. You started this, Phillip, now hand it over.
Used-boat buyers beware
How to steer clear of a hurricane-damaged boat
from Boat U.S., Boat Owners Association of the United States
B
y the time the new owner of a 9-year old, $35,000, 24-foot
fishing boat approached the BoatU.S. Consumer Affairs
Department for help, it was too late. Shortly after purchasing
the vessel the new owner discovered that the boat had been
subjected to “excessive trauma” from a hurricane that caused
serious structural damage. Unfortunately, the new owner was
now left with only one expensive option: litigation.
While buying a used boat is never easy, recent hurricanes
could lead to an increase in the number of hurricane-damaged
vessels for sale on the used-boat market. While many boats are
properly repaired and sold, sellers don’t always tell the whole
truth, and sometimes just finding out whether a boat has been
hurricane damaged can be difficult — especially if cosmetic repairs have been made. Here are some tips that can help protect
you from inadvertently buying a hurricane-damaged vessel:
• Independent surveys: Having a survey done by an independent surveyor is key. In the case of the 24-foot fishing vessel,
the new owner hired a surveyor — who was recommended
by the dealer — for the pre-purchase inspection. The true
extent of the hurricane damage was never fully revealed
until after the boat’s new owner, who lived in another state
many miles away, received delivery, became suspicious, and
hired his own surveyor.
• State-line shuffle: Anyone wishing to obscure a boat’s
history need only cross state lines to avoid detection. That’s
because, unlike automobiles, there are few states that have
laws requiring the titles of junked or salvaged boats to be
“branded” as such. And only 36 states even have a requirement that powerboats be titled. In the case of our 24-footer,
the boat was damaged in Texas. The absence of a salvage
title allowed the unscrupulous seller to simply trailer the
boat to Ohio to list it for sale with a dealer. A seller who is
not willing to document where a boat has been berthed or
December 2008 registered for the past few years should raise a red flag
that extra vigilance should be taken during the inspection and pre-purchase survey.
• Fuzzy “background” checks: Although a few websites
purport to provide comprehensive background information about used boats, consumers should be skeptical,
since there is no one national clearinghouse for boat
information, short of checking the records of each boat
by calling the boat registration agencies in every state.
And be aware that even if you do that, state boat registration records do not include information about accidents
or insurance claims.
• “As is” could mean “expensive”: Protections afforded
consumers by federal warranty laws and state implied
warranty provisions are limited when products are sold
“as is.” Without a thorough inspection and pre-purchase
survey, you may not find any storm-related damages until
something major happens and new repair efforts reveal
their true extent. And your insurance policy won’t cover
the repairs since most don’t cover pre-existing conditions. If you do buy “as is,” consider adding a statement
in the sales contract that says the seller has revealed everything they know about the boat’s existing or repaired
damages.
• Eyes Wide Open: For certain buyers, purchasing a hurricane-damaged vessel may be appealing, provided they
have the time, budget, and sweat equity needed to facilitate repairs. However, knowing it’s a “hurricane boat” is a
must.
For more information on boatbuying, or to get a free copy
of the BoatU.S. Guide to Buying and Selling a Boat, go to
<http://my.BoatUS.com/consumer>.
A Good Old Boat Newsletter 3
Blogging sailors
Several more blog sites have come to our attention since the
last newsletter.
• Our own John Vigor has started a blog on his new site:
<http://www.johnvigor.com>.
• Longtime Good Old Boat subscriber Brian Cleverly posts
his project notes on the Fuji 32 he’s been restoring at
<http://www.anzam.com/images/fuji/project/work_begins/
welcome.htm>.
• Another friend who goes way back with us is Susan Peterson
Gateley. The log of her Sara Brown restoration and many
other fun things to read can be found at her website: <http://
www.sarab.brownroad.com>.
• And another friend and Good Old Boat author is Bob Steadman. Bob has been cruising together with Kay Nottbusch for
many years and has posted a blog about their travels in Bettie.
Their home page is <http://web.me.com/runningaground/Betties_Page/Welcome.html>. You can find out more about the
DVD, Cruising with Bettie, that Bob and Kay have for sale
(and see a sample) on their site. Their blog address is <http://
web.me.com/runningaground/Betties_Page/Blog/Blog.html>
• Travels with Mandy by Richard and Virginia Cross can be
found at: <http://www.sailblogs.com/member/mandy>.
• A young fellow who has written for us, Chad Lawie, is out
cruising: <http://www.chadlawie.blogspot.com>.
• Bruce and Joan Baker travel on a 1981 S2 11.0a (36- footer)
named Nordic Light: <http://nordic-light-bruce-joan.
blogspot.com>.
• A couple of young guys who sailed their Albin Vega 27 from
Vancouver to Hawaii and back include video on their blog at:
<http://adventuresofmrperfect.blogspot.com>.
• This is a spot for a number of cruising blogs: <http://www.
tripsailor.com>.
Other blogs that have turned up:
• <http://www.knockaboutsloops.blogspot.com>
• <http://www.larsenoster.blogspot.com>
• <http://www.yachtharbor.blogspot.com>
• <http://cal39.blogspot.com>
What it means to be a Guardian
by Anthony Turner
U.S. Coast Guard
T
he definition of “guardian” is one who guards, watches over,
or protects. For the guardians of the U.S. Coast Guard, being
a guardian takes several forms. A guardian could be an Coast
Guard Auxiliary member confined to a wheel chair but able to
maintain radio guard for a 41-foot Coast Guard boat watchfully
guarding our nation’s waterways. It could be a Coast Guard
Marine Inspector crawling into the bowels of a foreign container
ship’s engine room because the inspector saw a suspicious pool
of oil indicating a potential engine failure.
Like guardian angels, the Coast Guard is often unnoticed.
Each and every member of the Coast Guard family — the
storekeeper providing logistical support, an auxiliarist on a
routine patrol, a Coast Guard reservist deployed to Bahrain,
a Coast Guard civilian employee repairing a buoy or a Coast
Guard retiree recruiting young people to the Coast Guard
Academy — they are all, in fact, guardians.
Risk is inherent in being a guardian. Early in September, in
Honolulu the Coast Guard family lost three Guardians and have
suspended searching for a fourth. Something happened as the
aircrew of a Coast Guard rescue helicopter was performing
hoist operations with a Coast Guard 47-foot motor life boat. This
tragic loss has gone largely gone unnoticed, perhaps because
the country was focused on other Coast Guard guardians mobilizing to respond to hurricane threats in the Gulf of Mexico.
Coast Guard Commandant Thad Allen told the entire Coast
Guard family, “As Guardians, we constantly train and hone our
skills in order to operate in hazardous conditions. This terrible
accident is a reminder that we operate in an extremely hazardous environment. Coast Guard men and women go into harm’s
way to train and conduct operations each day.”
4
The Guardian ethos is deeply engrained in the roots of the
Coast Guard. In fact the Coast Guard was formed from the
U.S. Life-Saving Service, a government agency, in an effort to
save the lives of shipwrecked mariners and passengers. Joseph
Lincoln’s poem about the U.S. Life Saving Service is equally
applicable to today’s Guardians:
He is rigger, rower, swimmer,
sailor, doctor, undertaker,
And he’s good at every one of ’em
the same
And he risks his life fer
others in the quicksand and the
breaker,
And a thousand wives and mothers bless his name.
He’s an angel dressed in oilskins,
he’s a saint in a “sou’wester,”
He’s as plucky as they make, or
ever can;
He’s a hero born and bred, but it
hasn’t swelled his head,
And he’s jest the U.S. Gov’ment’s
hired man.
Surely, each of these Guardians will have his own guardian
angel hovering over him on his final flight.
Dedicated to the crew of U.S. Coast Guard Rescue Helicopter
CG-6505.
Good Old Boat Newsletter December 2008
2008 mini-index of Good Old Boat articles
Feature boats
C&C 27, Number 58, January 2008
J/40, Number 59, March 2008
Seafarer 34, Number 60, May 2008
John Guzzwell’s Dolly, Number 61, July 2008
Tanzer 31, Number 62, September 2008
Cal 36, Number 63, November 2008
Boatbuying
WaterTender advantages, Number 60, May 2008
Long-distance boatbuying, Number 60, May 2008
Other tech
Check your instrument panel, Number 58, January 2008
The Big Boat Rule, Number 58, January 2008
Extending your range, Number 63, November 2008
Review boats
Pearson 28-1, Number 58, January 2008
Nightwind 35, Number 58, January 2008
Monsun 31, Number 59, March 2008
Chris-Craft Capri 30, Number 59, March 2008
Island Packet 27, Number 60, May 2008
S2 8.6, Number 61, July 2008
Ericson, Number 62, September 2008
Hughes-Columbia 31, Number 62, September 2008
History articles
The Clark Boat Company, Number 58, January 2008
50 years: how yachts have changed, Number 61, July 2008
Profiles
Clarke Ryder, Number 60, May 2008
Good Old Boat founders Larson/Powlas, Number 61, July 2008
Trailersailer reviews
Herreshoff America catboat, Number 58, January 2008
D&M 22, Number 62, September 2008
Refits
Ericson Cruising 31, Number 61, July 2008
Sailing 101
EPIRBs, PLBs, SARTs 101, Number 58, January 2008
Fume Detectors 101, Number 59, March 2008
Electronic Lifesavers 101, Number 60, May 2008
Bronze & Brass 101, Number 61, July 2008
Inverters 101, Number 62, September 2008
Anchor Lights 101, Number 63, November 2008
Systems
Losing engine coolant, Number 59, March 2008
Avoiding steering problems, Number 60, May 2008
Carrying the dinghy, Number 60, May 2008
Good old electrical system, Number 60, May 2008
How-to articles
Sailing off the anchor, Number 58, January 2008
Converting the quarter berth, Number 59, March 2008
Chainplate restoration, Number 60, May 2008
Make links that fit, Number 60, May 2008
Make your own davits, Number 60, May 2008
Produce DVDs of your cruising, Number 60, May 2008
Stern-rail seats, Number 62, September 2008
Mooring buoy pickup, Number 63, November 2008
Adding holes in your hull, Number 63, November 2008
Install a fishfinder/depth sounder, Number 63, November 2008
Make your own dinghy chaps, Number 63, November 2008
Galley life
Fridge-less cruising, Number 63, November 2008
Materials, design, and construction
Wooden boat revival, Part 2, Number 58, January 2008
Vacuum bagging, Number 58, January 2008
Seakindliness, Number 62, September 2008
Workboat influence on sailboats, Number 63, November 2008
Maintenance and upgrades
Hull insulation, Number 58, January 2008
Winch maintenance, Number 59, March 2008
Rig maintenance, Number 59, March 2008
Choosing the right antifoulant, Number 59, March 2008
Boom tamers: off-center vangs, Number 59, March 2008
Painting your boat, Number 62, September 2008
Applying bottom paint, Number 62, September 2008
Uses for twin backstays, Number 62, September 2008
Getting the prop off, Number 62, September 2008
Fixing a Cutless bearing, Number 62, September 2008
December 2008 Good old vendors
Hilmark Boats, Number 59, March 2008
Simple solutions
Nitro-meals, measuring small epoxy batches, Number 58, January 2008
Matching new wood to old, sailtrack lubricator, Number 59,
March 2008
Adding the smell of sweet cedar, Number 60, May 2008
Water tank sight-level gauge, removing sealants and adhesives,
Number 62, September 2008
Keeping varnish fresh, Number 63, November 2008
Quick and easy
Muffin fans, no-sew drapes, Number 58, January 2008
Plastic scraper, chain hook, Number 59, March 2008
Better-gripping snubber, super stopper knot, fender hanger
clips, Number 60, May 2008
Small projects to salvage expensive bits of teak, Number 61,
July 2008
Multi-purpose broom, replacing halyards, towel tie-downs,
Number 62, September 2008
Eyeglasses holder, easy furling, shrink-wrap vents, Number 63,
November 2008
A Good Old Boat Newsletter 5
Cruising memories
When less is more, Number 58, January 2008
Neptune’s revenge, Number 59, March 2008
Building Miranda, Number 60, May 2008
Riding the wind, Number 60, May 2008
Make-and-mend days, Number 61, July 2008
Remembering Gwendoline, Number 61, July 2008
Life and a little red boat, Number 61, July 2008
Mississippi hero, Number 62, September 2008
Riding out a marital storm, Number 62, September 2008
Apalachicola Noel, Number 63, November 2008
Shadows in the sand, Number 63, November 2008
This is where I belong! Number 63, November 2008
Lighter articles
Into the Light excerpt, Number 58, January 2008
Moving up, a cautionary tale, Number 59, March 2008
A Year in a Yawl excerpt, Number 59, March 2008
Bookends excerpt, Number 61, July 2008
What makes my old boat good, Number 61, July 2008
How a magazine is produced, Number 61, July 2008
A glance astern (Dave/Jaja Martin), Number 61, July 2008
Disabled sailing opportunities, Number 62, September 2008
Telegram from the Palace excerpt, Number 62, September 2008
Danger, Dolphins and Ginger Beer excerpt, Number 63,
November 2008
Product launchings
Sailing Wind Wheel, Eternabond microsealant tape, Engine
Checkup kit, Number 58, January 2008
Suncor’s lifeline kits; Banner Bay Marine’s LineLock; Spot, the
personal locator beacon, Number 59, March 2008
Seaworthy Goods’ PortVisor, Trionic Corporation’s shower
sump, LockDriver by SMC Innovations, Number 60, May 2008
Rhino Hide, Taylor Made solar-powered LED dock lights, Phillips’ floating screwdriver, Number 61, July 2008
Vigilance tank monitors, new Duracell flashlight, improved WiFi connection by 5milewifi, Number 62, September 2008
Book reviews
Weather Wise, Reading Weather Signs, by Alan Watts
(Sheridan House, 2008; 156 pages; $22.95)
Review by Bob Wood
Angola, N.Y.
This concise book generously explains the background of
weather in a surprisingly compact format. Although not specifically aimed at boating, its coverage is more than adequate for
those who venture out of safe harbors. And it’s delightfully
all-encompassing. The reader can quickly find the immediate
information sought, as well as discover little gems of related
issues to be pondered later.
A difference between this book
and other weather references is the
coverage of climatological influences
that impact what is conventionally
thought of as meteorology. Seasonal,
as well as daily (diurnal), variations
in weather patterns are sometimes
not well understood but are especially relevant to sailors.
Additionally, Weather Wise explores the “why” behind our dynamic
world. It fosters a better understanding of this delicate interconnection
of land, water, moon, wind, and rain.
Our need to prepare, to fit our boat smoothly into the equation,
becomes very clear.
Within the covers, the reader finds a cohesive approach to
an important part of boating enjoyment, rather than a book of
stated facts. It builds an interrelated holistic understanding of
our world, rather than a sterile catalog of weather indicators.
As a bonus, Weather Wise is interesting to read. Not a
book for the esoteric scientist (although I’d bet most would
find something new inside) but, instead, it’s written in easily
understood everyday language. The book strikes just the right
6
balance in detail and description.
When darkening skies, shifting winds, or a dropping
barometer bring that tickle of anxiety, you will find this book
comforting. It is an effective remedy for dispelling a queasy
uncertainty about the unknown.
It’s an amazing omnibus that is somehow pleasantly developed in a book easily fitting into your essential reference
shelf, and less than a fourth the physical size and weight of
Bowditch. In fact, I prefer this book to the familiar classics
when weather questions come up.
Your VHF and SSB weather radios now can have a worthy
partner that will prove invaluable — Alan Watt’s Weather Wise.
I recommend setting course to your favorite book source and
rewarding your boat’s library with a copy. Once read, you will
not want to leave shore without it.
Sailing the Pink Sea, by Debbie Huntsman (AppleStar Publishing, 2008; 250 pages; $12.95)
Review by Carolyn Corbett
Lake Shore, Minn.
Monday through Friday, each treatment passes like shimmering rollers
across open water, indistinguishable, one wave in a sea of sameness .
. . My body does not rebel nor does it
rebound. I float in a windless sea.
Sailor Debbie Huntsman’s book,
Sailing the Pink Sea, is a compilation
of her cancer-year journals. “Not a
journalist, nor a writer, just an ordinary woman who, when faced with an unwelcome look at my
own mortality, was compelled to record my thoughts.” Perhaps
it was mortality that inspired her, for she has produced a wellwritten book that beams a light on the private life of a cancer
Good Old Boat Newsletter December 2008
patient. From radiation to chemo, from vomiting to doctor visit
after doctor visit, Debbie chronicles the day-to-day life of a
person who knows cancer lives within her. The sailing imagery interwoven throughout her year of aggressive treatment is
poignant; the reader yearns along with the author to be sailing
carefree beneath wind-filled sails.
As Debbie charted her course through “the Pink Sea of
breast cancer” she wrote nearly daily, much as she might
have written in a ship’s log. “And it naturally happened,” she
says, “that my love for sailing and the water became woven
into the story.”
Debbie doesn’t sugarcoat reality; she crafts vivid pictures of
it. She frankly details her struggles with the treatment process
and the effect her cancer wreaked on her emotions and her
relationships. Amid the horrors of breast cancer, she longs to
be aboard Bliss, her Santana 23 tall-rig sailing sloop. Debbie’s
words invite the reader to share her saga, to ghost along on
her voyage between hope and despair, between what is and
what will be. Her persistent attempts to maintain a positive
attitude proved a healthy adversary for the fear. The cancerous
invasion and side effects of treatment, for instance, didn’t keep
Debbie from her regular routine of swimming several days
each week. “Like a tiny boat in a storm, we can stay afloat in an
unbelievable froth,” she says. Huntsman’s last treatment was
like stepping ashore after a long journey.
She tells us that “One of the things having cancer taught me
is the moment . . . This singular moment and what I choose to
do with it will eventually add up to be the sum of my life.”
Ken’s Cruising Yacht by Ken Hellewell (Cevennes Productions, 2008; 125 pages; $19.95)
Review by Wayne Gagnon
Antigo, Wis.
Those of us who dabble in boats, especially sailboats it seems, have entertained
the idea of a circumnavigation at one time
or another. We dream of exotic ports, days
spent basking on the beach of some tropical paradise, nights under sail beneath a
blanket of stars so plentiful that familiar
constellations are camouflaged, and meeting others who think like we do. Unfortunately, or fortunately for many of us, we’ll probably never
realize this. But it’s still fun to dream and learn about what we
could do to our boats to prepare them for this ultimate fantasy.
One who had the will and determination to fulfill his dream is
Ken Hellewell and in Ken’s Cruising Yacht he’s given the rest of
us a guide to help us to that end, should we decide to pursue it.
From the outset, Ken tells us that this is his opinion, based on
what he experienced over the course of a five-year circumnavigation that began in Seattle in 1999. “The suggestions in this book
are mine and mine alone . . . There is no single answer . . . I look at
it as a printed version of what I would tell you if you walked up to
me in a marina and asked for my advice.” He restates this several
times throughout the text. Much of what he says makes simple
common sense. For example, one section is titled “Being Average
is Best.” Think about that statement. All our lives we’re told that
being average is boring, but in the case of a circumnavigation, or
cruising in general for that matter, we would “benefit by choos-
December 2008 ing boats and equipment that the majority of sailors have used
and proven sound.” Makes sense to me. He also acknowledges
that many people will disagree with some of his advice. This is
the first book I’ve read that recommends rod instead of wire for
standing rigging. “The rod on Topaz, Ken’s C&C 38, has already
lasted 20 years.” You have a hard time arguing with success.
At 125 pages, this is easy to read and, although it’s not an
exhaustive treatise on outfitting a boat for several years of
hard use, there is enough useful information here to at least
get started. Ken’s Cruising Yacht is a practical, no-nonsense
guide from someone who has been there, done that, and is willing to share his thoughts and ideas with those of us who would
like to, and maybe, someday, just might.
Seven Seas Potluck Favorites, A Cookbook by Cruisers
for Cruisers, by Seven Seas Cruising Association, Inc., compiled and edited by Barbara Theisen, (Sailaway Publications,
2007; 118 pages; $14.95)
Review by Susan Lynn Kingsbury
Moreno Valley, Calif.
Whether you are a liveaboard or weekend boater, the recipes in the Seven Seas
Potluck Favorites will definitely float your
boat. This compact, easy-to-store-onboard spiral-bound cookbook is packed
with almost 150 recipes, all of which
were contributed by Seven Seas Cruising
Association (SSCA) members. Cruisers
worldwide are known for their love of potlucks.
You’ll want to “dive” right in and begin cooking, but don’t
forget to review your weights and measures on page 10, as the
recipes are internationally created and all measurements are
not equal.
Ready to start cooking? Most of these scrumptious recipes
are great for preparing in your home kitchen — no need to wait
until you’re onboard. Check out these breakfast choices: Banana
Pancakes, Stonecutter’s Lobster Neptune and Easy Coconut Pecan Rolls, or these appetizers: Caribbean Curried Sweet Potato
Pate, Artichoke Dip, Black Bean & Salmon Spread, Italian Inspiration, and Kittiwake’s Floating Tostado and Onion Marmalade.
Next you’ll want to check out the beverages, salads, side
dishes, breads, and main dishes. Start out with a refreshing
pitcher of Calaloo’s Sangria. Then match up the Green Mango
Salad from Madagascar and the Texas Beans with the Green
Chicken Enchiladas and you’ll have a tasty, nutritious combination. Top it off with Caribbean Rum Cake or Better Than Sex
Fudgy Bonbons — and you may decide you need a copy of the
Seven Seas Potluck Favorites in your galley and your kitchen.
“The Potluck Carrier” chapter is an added bonus. Turn to
page 8 and you will find a pattern and easy-to-follow directions
for sewing a cloth wrap carrier, complete with dowel handles,
for easy transporting of your “potluck” meal. Your dish will
stay piping hot too.
Seven Seas Cruising Association is the oldest and largest
non-profit organization of voyaging cruisers in the world, with
nearly 10,000 members. These members share the dream of
sailing the seas as a lifestyle. One of their goals is to share
cruising information. Their cookbook does just that — and
very tastefully, as well.
A Good Old Boat Newsletter 7
Mail buoy
Varnish storage alternative
I just received the latest issue (November 2008) and checked
out Ted MacKinnin’s article on varnish storage systems. Wow!
I’m sure it works, but I preserve varnish and enamels in less
than 5 seconds just as effectively.
I saw a product called Bloxygen in a woodworking catalogue once and have since bought it in stores. It is an aerosol
can with inert gases in it, so it blocks out the air that causes
paints and varnishes to skim over (it’s not intended for lacquer). A quick squirt under the almost-closed lid and you’re set!
This works for me and, though the cans are feather-light in
weight, they last a long time.
Len Lipton
Paint lessons
I recently purchased a Sabot dingy as a tender for my Columbia
22 when we go to the Channel Islands and as a practice boat for
painting the Columbia. After researching paints, I chose Interlux Brightside Polyurethane. Its a one-part paint and, because I
trailersail my Columbia, I was told that this would be just fine.
I read about the roll-and-tip method of painting and, as I
began to paint the Sabot, I decided to try a slightly different
method. I’ll call it roll and roll. I applied the paint in the morning about 8 while it was nice and cool. As I rolled the paint on
with a 7-inch foam roller in my left hand, I “dry rolled” it with
another 7-inch foam roller in my right hand. I gently rolled out
the small bubbles using the second foam roller, barely applying
any pressure by holding the roller handle pinched between my
thumb and index fingers. I painted in 6-square-foot sections
(approximately). I used two dry rollers, as they lose effectiveness as they pick up paint.
As the morning progressed
into afternoon and the temperature slowly worked its way up to
100, the paint dried to a fabulous
smooth luster. By about 4, it was
quite dry and had a shine that
far exceeded my expectations.
My friend, a professional painter,
came by and was delighted with
the finish. You could actually see
the reflections of the nearby house
and trees. I highly recommend this
method, as it is fast, and I highly
recommend Interlux Brightside for its ease of use.
If my Columbia 22 looks this good, I will be blown away.
Paul Sibek
House paint for the rest of us
Many thanks for another excellent issue of Good Old Boat
(November 2008). I have been using water-based acrylic house
paints on the deck and interior of my boat for some time now.
Even in the accelerated weather testing of a tropical climate,
it stands up just fine. As author Richard Smith said, it’s easy
to apply, cheap, and comes in limitless colors. It’s also easy to
overcoat when required, making it more convenient to keep
the boat looking good.
A friend even used it on the topsides of his plywood/epoxy
8
yawl, which he lived aboard and cruised year-round in the
tropics. He found it doesn’t like to be constantly wet, so he
had to raise the boot top several inches. And in our humid wet
season (in Australia), it tends to rub off easily from wear areas.
But this is a small price to pay for the convenience.
To me, the most important advantage of the water-based
paints is their low toxicity. I began investigating water-based
paints because I have health issues from using highly volatile
marine finishes.
But my primary reason for writing is to mention Aquacote.
This is a water-based polyurethane specifically manufactured
as a marine paint. BoatCraft Pacific makes a range of epoxy
boatbuilding products as well as the water-based paints. Information is on their website at <http://www.boatcraft.com.au>.
I’ve found their product to be tough, durable, and easy to
use. As an amateur, my opinion isn’t worth a lot, but several
professional builders rave about the stuff. One of the most
experienced is Robert Ayliffe of Nisboats <http://www.
nisboats.com> (Norwalk Island Sharpies), formerly of Duck
Flat Wooden Boats in South Australia. Robert has built and
re-built dozens of boats and uses the BoatCraft range for all
his work. Although this is an Australian product, it can be
shipped anywhere and the website is geared for overseas
orders as well as customers in Australia.
I know this looks like a commercial product endorsement
but I have no involvement with BoatCraft Pacific or any of
their products.
I hope this is helpful for anyone looking for a truly professional, tough, easily applied marine finish for good old (or
new) boats.
Petrea Heathwood
State of the LED industry
I just finished reading your article on anchor lights and wanted
to comment on the current state of LED lighting and the reality
of their longevity. I work in the LED industry; my company
designs and manufactures light fixtures for street and area
lighting applications. We are not involved in interior or marine
lighting, but we have evaluated new fixtures and retrofit bulb
replacements for existing light fixtures. We do this to monitor
the progression of the technology and the capabilities of some
of our competitors.
Many of the LED products that we purchase for evaluation
state in their literature or packaging that they have a rated
life of 100,000 hours. I can tell you that, without exception (in
my experience), this is untrue, although the energy savings is
nonetheless real.
Some fixture manufacturers will make their service-life
claims based on empirical data provided by the LED chip
manufacturers, but the chip manufacturers cannot account for
what happens to their chips once they are installed in a fixture.
They assume perfect heat dissipation when they are calculating their data. In order to enjoy a long service life, the LEDs
must be carefully thermally managed, meaning that the fixtures
must somehow incorporate proper heat sinks into their design
because LEDs generate significant internal heat and will quickly
cook themselves if this heat is not drawn away from the LED
chip. LEDs soldered onto a standard circuit board or a metal
Good Old Boat Newsletter December 2008
core board will quickly turn a 100,000-hour LED into a 3,000- to
10,000-hour LED. Improper thermal management will not only
lead to a much shorter life but, in the cheapest products, the
LEDs will start to color shift, changing from a white or yellow
light to a blue light as the extreme temperatures erode the phosphors used in the LED chips to make white light.
We have seen some products that incorporate heat sinks in
their designs but fail to properly bond the LED chips to them,
which requires something more than just riveting or screwing
the circuit board to the heat sink. It’s very difficult to do properly. As a general guide, if the heat sink on your LED product
feels cold after an hour of use, then the LEDs in that product
are not being thermally managed correctly (the heat sink
should be noticeably warm). In our products, we use a guideline of 2 to 4 square inches of aluminum heat sink surface area
per watt per LED used.
Which company manufactures the LEDs also makes a huge
difference. This is not the company manufacturing the fixture
or the retrofit bulb of LEDs you buy. There are a couple of really good chip manufacturers out there and an ocean of garbage
brokers who are in it to make a quick buck while the industry’s
in its infancy. In my experience, you get what you pay for, and
you can expect better results from the more expensive products from reputable companies.
Having said all of this, the reality is that even if you only get
10,000 hours out of your LED anchor light, that is still a significant amount of time, given the amount of time that most of us
will use our anchor lights. If you run your anchor light 10 hours
a night, that’s 1,000 nights of anchoring with your cheap LED anchor light — probably more than I will ever do! The whole point
of my rant is that when companies advertise their products as
having a 100,000-hour service life, people will expect this performance. When their real-world experience falls short of their
expectations, it gives the whole industry a black eye. I would say
that my fellow boaters just need to be careful and a little skeptical when shopping for replacement lights for their boats.
Don Lincoln
Cutless bearing experience
I enjoyed your article on replacing Cutless bearings (September 2008) and think your readers might appreciate hearing
about the experience we’ve had at French Creek Marine, in
Vancouver Island, British Columbia, with another method. We
first built our press at the insistence of a Catalina owner. He
had read in a user’s forum (mechanic’s nightmare) that this
was the best way to go, as it would save him the “unnecessary
expense” of having the shaft removed. For reasons we never
understood, the bearing wouldn’t budge and the 1/2-inch steel
plate bent before the bearing would move. The shaft had to
come out after all. And good thing, too, as the bronze shaft
was badly worn at the strut/bearing and needed replacement.
Had the bearing slid out, as intended, replacing it would not
have solved the problem, as that part of the shaft turning in the
bearing would never have been seen. We now refuse to use the
press for bronze shafts.
When we do use it, we press from the propeller end using a
solid, not split, tube and then slice the old bearing off the shaft.
This means, of course, that the pressing tube conceals the end
of the shaft. On another occasion, the bearing was moving
forward nicely. Unnoticed, however, was that the shaft was
moving with it, gripped ever more firmly as the rubber bearing
December 2008 rolled inward.
In this case, before the condition was detected we had
managed to move the engine forward more than an inch,
sheering one of the front flexible engine mounts. On further
examination, we found that the dislocation had been made
easier than might otherwise be expected by the fact that
the corresponding rear mount was badly deteriorated and
sheered as a result of fuel damage. Again, the press had to
be abandoned and the shaft removed. But in this case, the
dislocation led us to a unsuspected problem with the engine
mounts. Our customer left with two new mounts (which he
happily paid for).
Ironically, in both of these cases (but not all) removing the
shaft took less time than we spent with the press.
We enjoy hearing your experiences and those of your readers.
Wilfrid Worland
Calling all Tartan 34 Classics
Tartan 34 Classic sailboat owners take great pride in the
fact that our sloop was one of the boats designed by Olin
Stephens. His graceful, fast sailboats won the America’s Cup
eight times and the Bermuda Race 14 times, a record that has
not been broken.
Many of the 525 Tartan 34Cs that were built between
1968 and 1978 are still in active use as racers and cruisers.
They have crossed the Atlantic and Pacific oceans, visited
South America and Australia, rounded Cape Horn multiple
times, and circumnavigated the globe. They continue to win
races worldwide, from the Chesapeake Bay to the Great
Lakes and Europe.
The Tartan 34 Classic Association is dedicated to preserving
these great boats and sharing the joy of owning them. We are
searching for every Tartan 34C still sailing. We have identified
and listed more than 300, but many are still unaccounted for.
Please contact Chris Crighton at [email protected]
with any owner information, sightings or photos that will bring
us closer to finding and connecting with the rest of this very
special fleet.
Grace Holt
Tartan 34 Classic Association
This Tartan 34 Classic, Merry
Mary, was launched from Hartge’s Boatyard in Galesville, Maryland, in 1978. Owners George
and Mary Duffie celebrated the
30th anniversary of their boat’s
first splash by sailing back to the
Chesapeake from their home in
Oriental, North Carolina. The design for this beautiful sloop came
from Olin Stephens in 1968.
Florida pests
I recently recalled a problem when I first took a boat from
Connecticut to Florida many years ago. When I attempted to
fill the fuel tank, the diesel blew back in my face. The same
thing happened when I tried to flush the toilet into the holding tank.
Mud wasps had completely blocked the vents. In Florida, all
vents must have screen wrapped around them.
Another Florida problem is rats. They invaded my boat in
A Good Old Boat Newsletter 9
my absence, destroying all cushions, chewing the teak trim,
tearing insulation from the engine compartment, and building a nest in the drip pan, complete with four baby rats. I put
screen on all vents, but they tore out the screen. Hardware
cloth on every vent finally kept them out.
Paul Campbell
Emergency flare rack
The Winter 2006 issue of Canadian Home Workshop contained
the plans and an article about reproducing a mid-19th century
spoon rack. I’ve adapted the project and created a ready-use
rack for the distress flares I carry aboard my good old sailboat,
Saorsa II, a Niagara 35 built in 1979. The rack holds the full
complement of 12 flares I am legally required to have on board.
In terms of design, the project didn’t need much alteration.
The only major item was to adapt the spoon holders to hold
the parachute flares. This was done with semi-circular recesses lined with a bit of foam. The flares are held with some
thin shock cord so they are well-secured but easily removed
for use.
The open bin holds three daytime
smoke flares (with a little closed-cell
foam for padding). There are three
parachute rocket flares in the spoon
holders, and the drawer is just right
for six hand-held locator flares.
The rack is mounted to the
athwartships bulkhead at the bottom of the companionway steps. This
keeps the flares out of the weather but
very visible and readily accessible.
The boat and rack have been through
a few boisterous outings without any
problem.
The project is made from halfinch marine plywood. Joinery was
done with biscuits and a few dadoes,
the drawer with simple finger (box)
joints cut on the table saw. The knobs on the drawer are from
a local supplier, Lee Valley. The finish is several coats of Epifanes marine gloss varnish. I’ve used Epifanes for many years
and find it to be excellent.
diesel engine and fuel in the stern, shift too much weight aft?
Perhaps none of this really matters in 26 feet of boat, but then
maybe it does. Overall, how much does load distribution matter in small vessels?
Deb Gibson
Ted Brewer replies
A boat that is bow heavy has two strikes against it. First, the
underwater hull shape changes, and this can affect the helm
balance by moving the center of lateral resistance forward. It
will also move the center of buoyancy forward, and this can result in fuller forward sections that reduce performance slightly
when beating into the seas.
The second effect is that the added weight forward
increases the inertia of the bow so the boat will not rise as
quickly in choppy seas. This can add considerable resistance
as the boat ploughs through the waves and will adversely affect performance.
Generally, it is considered desirable to keep weight in the
ends to a minimum and this applies particularly to the bow.
I would say that, if the boat sits well down by the bow, there
is definitely too much weight forward and the boat should be
trimmed to sit level at rest.
Mystery hole
My Catalina 27 has an 11-hp
diesel auxiliary with a 11/4-inch
carbon steel exhaust system
wrapped in fiberglass (you
have to wonder why).
The system was inspected
fewer than 20 engine-hours
earlier with no problems noted. But then a persistent diesel
exhaust smell (as well as unexplained quantities of water in
the bilge) dictated another look.
Carbon dioxide and water form a pretty corrosive acid and
carbon steel isn’t a particularly good choice!
I enjoy Good Old Boat for the smaller, less “intense,” contents while still containing doable and useful articles.
Marv Crompton
Marv’s notes on his photos tell us
that the exhaust pipe was connected
to his engine at the right and the
direction of discharge was to the
left. The engine cooling water exit
was the leftmost section of pipe. The
second photo shows the back side of
that fitting. Marv suggests that it has
an uncanny resemblance to Darth
Vader. Look for more on the subject of
mysterious holes in the March issue
of Good Old Boat.
Bill Henry
Bill also notes that he publishes deck log templates (one
for each month) on his website for free download. He
updates the templates annually. Bill’s site is <http://www.
venturesail.com>. These templates are very complete and
extremely useful. Take a look.
Question about seakindliness
After reading Ted Brewer’s article about seakindliness
(September 2008), I have a question. While there is a vast and
complicated body of knowledge about vessel stability that
dictates how a ship must be loaded, how much of that applies
to small vessels such as cruising sailboats? I have a boat that
is well-balanced and seakindly by design — a Contessa 26. Her
water tank is in the bow of the boat, and when I fill the tank to
capacity, she sits well down by the bow.
Besides looking odd, will this affect the physics of the
hull in any significant way? If I were to move the water storage amidships, would this, combined with the weight of the
10
More Big Boat Rule
Perhaps the Big Boat Rule has been bantered around more
than enough since Jerry’s article in January 2008 [it was
subsequently discussed in Mail Buoy letters in the magazine in
March and May 2008, and in the newsletter in June and October 2008] but I believe two points deserve strengthening.
1.Respect. This has been alluded to in past writings. We’re all
out there for a legitimate purpose and there’s plenty of room
Good Old Boat Newsletter December 2008
for all of us. Pushing our weight of mass or our weight of
rules around is disrespectful and rude. In the recent communication in the newsletter, Moshe Tzalel shows respect for
the 35-foot pleasure boat. He received none in return.
2.Cost. All that shaking and shuddering of the “big boat”
that Moshe and Jerry talk about requires energy. The rapid
change of direction of a “22,000,000 ton” vessel (Could
there be an error in the number of zeros?) results in energy
expended to change the inertia of that mass. Some of that
energy is expended shaking the ship. All of that energy has
to be regenerated in getting the ship back on course at travel
speed. In other words, it is expensive for the big boat to
make an abrupt change in direction. It would be interesting
to ask Moshe (or his company’s accountants) what the cost
of fuel is for this maneuver.
Our good old boats are out there for pleasure. It costs us but a
few minutes of time to make way for the big boat. The big boat
is out there to earn a living. It costs her profits and costs the
environment more carbon in the air when the big boat makes
way for us.
Add common sense to respect and cost, and it seems to me
like a no-brainer.
Geoff Kloster
Geoff is right that the editors got carried away with their
zeros. Jerry’s cruiser, mentioned in the October newsletter,
was 22,000 tons. We’re sorry that one made it into print.
Editors
Goo be gone
John Gambill’s article in the November 2008 issue, “5200 forever,” struck a chord with many good old boaters who frequently
use a plethora of these scientifically marvelous and indispensable caulks and sealants in our efforts to keep the water on the
outside where it belongs.
These devilish concoctions have an uncanny, inexplicable
ability to find their way onto every surface in the proximity.
In spite of preparing my work area with sundry drapes, maskings, sticks, and scrapers, and plenty of rags and solvents at the
ready, the insidious goo would magically leave a trail of random
streaks and blobs from V-berth to lazarette. I always seem to
have some on the brim of my hat and some ooze invariably finds
its way onto the soles of my shoes — presumably part of its
fiendish plan to spread far and wide. I’ve nearly given up cleaning my tools and toolbox, which are hopelessly contaminated.
But thanks to an ingenious suggestion by John’s wife, there
now appears to be some hope for us goo-challenged sailors. I
can see that I’ve been taking entirely the wrong approach with
these stubborn compounds. My new attack will be a minimalist’s solution. All personnel must leave the boat; the work area
will be free of any tools, lines, fenders, hardware, and all other
loose items for a wide radius, and there will be no hat or shoes
to attract the sticky goo. In fact, taking her advice to heart,
there will be no other articles of clothing either — nothing to
serve as a vector of transmission. Maybe we can finally have
our revenge and triumph over the treacherous glop.
So the next time you see a fellow boater operating in the
buff on deck, you will understand that he is doing his utmost
to preserve the watertight integrity of his vessel while ensuring that the caulk stays where it belongs.
This has been the traditional solution for professionals
applying varnish. Some professionals are more interesting
than others to watch work. I like silicon rubber (RTV) and
LifeSeal because both can be easily cleaned up with a rag.
RTV makes a good seal but is not an adhesive. LifeSeal is a
mixture of urethane and silicon rubber and has good adhesion, as well as good sealing properties. It still cleans up
much easier than 4200, 5200, or polysulfide. These products
allow me to work fully clothed, which is best for a 66-yearold guy with gray hair.
Editors (Jerry, actually)
Life jacket decisions
I was just listening to you [Karen Larson] on the audio version
of Bookends. You’re not the only ones who always wear life
vests. I do, too. All too frequently my guests talk about how
ridiculous I am; however, in a nicer way than I’m saying it here,
I tell them that it is my boat, my rules, and they can stay on the
shore if they don’t want to follow them.
Brad Glazer
It’s interesting that you should bring up that issue since
“the life jacket question” has been on my mind lately after
a recent sail on someone else’s boat. That boatowner was
offended because Jerry and I chose to bring along and wear
our life jackets while sailing with him. It struck me as a
decision that I should be allowed to make independently
without any pressure from others. I’m a grown-up and I
choose to wear a life jacket every time I sail.
But, even when they’re on my boat, I don’t tell other people
what to do. It’s their choice on my boat, just as it should be
my choice to make when I’m on theirs.
Thanks for listening to Bookends, by the way. I had fun
recording it.
Editors (Karen, this time)
That’s our baby!
I can’t tell you how thrilled we were to pick up the magazine
(September 2008) and see the D&M 22 reviewed. I was so excited, I squealed; Ken thought I’d seen a bat or something.
We have D&M hull #9. We’d love to find other good old D&M
boat lovers.
Thanks for your great publication. We love it.
Vicki and Ken Barnes
Grinning ear to ear
My partner, Paul, and I have a 1973 Newport 30. She was out
of the water for about 10 years and alongside a road when
we found her. You know you’re meant for each other when in
December, in Ontario, you’re pumping 11/2-feet of water out of
a sailboat with a cheap shop vac . . . and you’re both grinning
from ear to ear!
It’s now two years later and she sails beautifully. Lots of
work has been done and there’s still lots more to do. We are
learning as we go and love Good Old Boat magazine! I’d love to
get my hands on the May 2006 issue that featured the Newport
30. She is a rare bird here in Ontario — there are Northerns,
Grampians, Catlinas, and Albergs, but few Newports.
Thanks again for Good Old Boat. It really is a magazine for
the rest of us!
Bob Thomsen
December 2008 A Good Old Boat Newsletter Connie Howes
11
How to judge distances without using instruments
Every navigator worthy of the name ought to be able to estimate by eye distances up to about 5 nautical miles, and often
more. You can train yourself to do this quite easily with the
help of these guidelines:
• The shape of prominent lighthouses, trees, and houses become distinguishable from seaward at about 8 miles
• You can make out a light-colored beach at about 4 miles
— although you may need to stand on deck to see it
• Individual windows in a building are discernable by day or
night at 2 miles
• A large buoy is visible at 2 miles
• A small buoy is visible at 11/2 miles, but you can’t tell its shape
or color
• The shape of a small buoy is discernable at 1 mile
• The color of a large buoy is discernable at 1 mile
• You can see a person as a moving black dot without limbs at
1 mile
• You can see a person’s legs or a rower’s arms at about 400
yards (400 m)
• Faces are discernable (but not recognizable) at about 250 or
300 yards (250 to 300 m)
7340 Niagara Lane North
Maple Grove, MN 55311-2655
Distance Off
Change Service Requested
by John Vigor
Note: This went to subscribers with email addresses
in early December. If you’re getting this by mail,
either you’ve requested a printed version or we don’t
have a current email address for you. We’d much
rather send this by email. If that works for you,
please contact us with your email address: (mark@
goodoldboat.com).
Excerpt from
The Practical
Encyclopedia of Boating
The distance to the horizon from a small boat is often overestimated — it’s mostly surprisingly small. For instance, if
you eye is 5 feet (1.52 m) above the water level, the horizon
is only about 21/2 miles away. The rule of thumb is that the
distance to the horizon in miles is 8 /7 of the square root of
your height of eye in feet.
John Vigor’s book, The Practical Encyclopedia of Boating, is
available from the Good Old Boat Bookshelf for $29.95; 352
pages (hardcover).
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