Hull 933 MIRAGE owned by Peter Clancy at Boca

Volume 111
October 2010
In this issue
Screecher Control 101
Davit Outboard Mount
Performance Cruising Introduces the NEW 2011 Gemini 105Mc Catamaran
Gemini Window Awning
105M Centerboard Repair
The Logs of TAMARIS:
Poole, UK to Belle Île,
France
105M Table to Bed Conversion
Hull 933 MIRAGE owned by Peter Clancy at Boca Chita Key in south Biscayne Bay, Miami FL.
Photo taken by John Pavel, owner of Gemini 105MC FIFTH CYCLE.
Self Tacking Camberspar Jib Article
I want to emphasize to all of our readers that the article in the July 2010 issue on the self tacking
camberspar jib depicts an 'experiment' and is not intended to suggest the system is a fully engineered and proven product. Moving the baby stay attachment makes a significant structural
change to the rigging and voids the warranty on the boat. Apply the concept at your own risk.
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Call For Articles
The sharing of your experiences and projects is what makes the Gemini Gems newsletter successful. We are always looking for new article content to develop future newsletters. You don’t
need to be a writer - we will work with anyone to polish up your story. We could also develop the
article around an interview arrangement if it fits the situation.
2010 United States Sailboat Show
Don’t miss the October 7-11 sailboat show in Annapolis, MD this year. This is your opportunity to
get a hands-on look at equipment and accessories for your boat. Visit ‘http://www.usboat.com/ussailboat-show/home’ for more information.
Questions/comments: publisher@gemcats.net
Mark Kiehl
New Owners
Hull 202, PHYLINE, Jeff Banks,
formerly owned by Evins A
Goodwin.
Hull 601, KEYZEE CAT,George
Smyth & Lori Richardson formerly
owned by Steve & Mary Dawson.
Hull 1050, Ken Baer, formerly
KNIGHTS GAMBIT owned by
Alan & Patricia Knight
Hull 342, CAY PLAYER, Christiane ("Tiane") Sommer, Jacksonville FL. formerly owned by Barry
Reid.
Hull 931, WIND DANCER, Ron
& Jean Schwied, Sarasota FL, formerly DING HAO owned by Donald Gordon.
Hull 1092, ORACLE, Peter
Meyers, Christiansted, VI.
Hull 577 Bill Scharf and Bob Barter, formerly owned by James
Byrnes
Hull 963, TROPICBIRD, Patrick
& Martha Higgins, Naples FL, formerly owned by Don Crone.
Hull 578 CATALYST, Carol
Dowe, formerly owned by Ron &
Sharon Crandall
Hull 1040, WINDY CITY, Fowler
& Ray Gherardini, Cape Coral, FL.
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Hull 1093, ABACAT, Ken Goldstone, Orlando FL
Hull 1094, Larry Dyer, Esperance
NY
Screecher Control 101
By Jack Lahr, FOLIE A DEUX, Hull 796
Getting the most out of the Gemini screecher means a Lessons were learned. Corrective action followed. Inlot of things: unfurling when the conditions are right, expensively. Here‟s what we did:
paying close attention to trim, and all the touches we
learn about the art of sailing. An important piece is
Installed a downhaul line from above the head of
having confidence that the screecher is manageable,
the furling drum. This line, which could be run to
that if conditions get unexpectedly ugly, there is a
the mast winch, would be kept taut as the halyard
plan, and a solution. Otherwise, the screecher will stay
was loosened to drop the screecher to the deck
furled more often due to “screecher management”
when furling is not what is going to happen. The
when the wind increases and getting it secured looks
line causes the sail to fall on the deck so it can be
more and more daunting. The issue becomes handling
bagged.
the screecher in bad conditions.
We learn from our mistakes! We started south from
Annapolis with enthusiasm in mid-November headed
for the ICW, light winds, screecher drawing just fine.
By midnight or so, we were off Point Lookout, where
the Potomac River enters the Chesapeake, and things
were not looking so good. A nasty chop of winds colliding with current, rising wind speed, and rain coming
together, force us to deal with the screecher.
There is the sentiment of keeping up the sail “just a
little longer” because of the speed benefits. There is
also the sentiment of shortening sail when you first
think about it. We were of the former sentiment rather
than the latter. By the time we were trying to close
down our screecher fun, the winds were already in the
16-18 kt. apparent wind range and climbing. We
waited too long.
In attempting to furl the screecher by trying to block
the wind with the main, we got a failing grade. As we
tried to furl the screecher, the wind would unfurl at the
top of the sail. It was a sail out of control, complete
with an hourglass wrap. So one of us (me) crawled
forward with the plan to secure the sail as it was
doused along the lifelines. Another lowered the
screecher halyard. But as the halyard was lowered the
screecher flailed around with reckless abandon, making the whole project a mess. Finally the screecher
was largely secured along the lifelines, to be bagged
and sorted out later in the trip.
The screecher downhaul furled.
This downhaul line is also valuable when the
furled screecher is left unattended for any length of
time. Spiral wraps of this downhaul in the direction
opposite to the furling direction, secures the
screecher against high winds that tend to unfurl the
sail at the top.
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A good case can also be made
to bag the furled screecher
when absent from the boat for
any extended period of time,
or when high winds are forecast. You want to eliminate
any problem of high winds
tending to unfurl the screecher,
especially toward the head of
the sail.
Problems with the furling
drum because of furling wraps
or binding also complicate life,
requiring a trip to the bow and
a “hands and knees” unraveling of the furling line. PCI has
moved the screecher furling
The furling line runs across the bow to a turning block at the base of the
line in its more recent 105Mc
starboard rail and redirects the line astern.
deliveries. The furling line
now runs across the bow to the
starboard hull where the block
redirects the line astern along the hull to the cockpit. This presumably gives a better wrap on the
furling drum. I made this change and substituted a
larger turning block to cut down friction.
The more confidence we have in managing the
screecher in unplanned bad times, the more we will
use the sail in the good times.
Copyright © 2010 Jack Lahr
The larger turning block that
cuts down friction.
The factory screecher setup on a 105Mc.
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Davit Outboard Mount
By Mark Kiehl, SEAS TODAY, Hull 649
In 2009 I created this outboard
mount from scraps of King
Starboard®. The board is connected to the davit using
stainless pipe clamps attached
to the board with stainless
screws. A canvas cover protects the outboard from ultraviolet damage. It has been in
service for over a year and
works perfectly.
I used a router to create a recessed oval to
capture the outboard mount clamps. The
pipe clamps that secure the board to the
davit are also shown.
Copyright © 2010 Mark Kiehl
Does your boat insurance provide “all risk” damage protection?
Are you protected from liability when guests on your boat are badly injured as a result of the actions of another uninsured boat?
Contact Anthony for answers to these and all of your other boating insurance questions.
Catamaran Insurance
E/G of Florida, Inc.
Anthony Ballinger
800-668-9615
5
www.eg-florida.com
Performance Cruising Introduces the NEW 2011 Gemini 105Mc Catamaran
By Performance Cruising Inc.
Performance Cruising, Inc.(PCI), builder of the Gemini Cruising Catamaran is launching the 2011 Gemini
105Mc Cat with a new DesignTouch™ interior option
manufactured and installed by Hunter Marine Corp
(HMC) at their facility in Alachua, FL.
tion that Hunter has for building comfortable and high
quality interiors we feel there is a bright future for both
of us as we go to market with this new option.”
The prototype Gemini with the Design Touch interior
is currently undergoing final testing at PCI headquarters in Annapolis with the public unveiling at
the 2010 US Sailboat show in
Annapolis in October 2010.
For more information contact:
Performance Cruising
1-410-626-2720
sales@performancecruising.com
ABOUT Hunter Marine: Hunter
Marine Corporation is the premier sailboat manufacturer in
North America and part of the
Luhrs Marine Group, an employee ownership company.
Hunter distributes sailboats from
15 to 50 feet in 44 countries
throughout the world.
This new option is the result of a collaborative partnership between two highly regarded American marine
manufacturers, Performance Cruising
Inc. and Hunter Marine Corporation and
will be available this November as an
option on all 2011 model Gemini
105Mc's.
The Design Touch™ interior offers features never before offered on the Gemini including solid surface countertops,
cherry veneer wood throughout and
ducted air conditioning to highlight a
few of the upgrades.
Laura Hershfeld, President of PCI
stated, “With the great performance history of the Gemini and the great reputa6
Gemini Window Awning
By Mark Kiehl, SEAS TODAY, Hull 649
Split jaw slide, Rochford
Supply, P/N 0715.
While attending a “Show & Tell‟ event at the 2006
Gemini Rendezvous, we were exposed to an awning
that Joe Hergenrather (GYPSEA OSPREY, hull 635)
had put together. I took pictures and the following
year my wife and I installed a prototype awning.
Awning rail, Rochford Supply, P/N 0825. It was attached using 5200 adhesive
and screws.
The awning provides several benefits. It protects the
driving window from being damaged from the sun,
resulting in crazing. The cabin stays cooler without
the direct sun shining through the window. And it also
provides protection from a direct heavy rain downpour. In the winter, I lay it flat down over the window
so it protects the window and is not damaged by snow.
The longitudinal support tube puts tension on the canvas awning to avoid sagging. The tube was cut and
assembled to allow the tube to be extended later
should the canvas stretch over time.
To build the awning, I began by creating the supporting frame and attachments. I located some scrap
stainless tubing from my marina and bent it into shape
using a tube bender (buy some electrical conduit from
a hardware store to practice your bending before you
bend the stainless tube). Make sure you have the best
quality blades for your tubing cutter, and get a couple
of spares as the stainless will make them dull quickly.
Once the main tube is bent, locate the deck angle
hinges for the main tube and drill holes (see insert
„Making Holes In Your Topsides‟). I used swivels at
the deck attachment because I didn‟t want any forces
on the frame to work loose the deck angle hinge attachment to the deck.
The longitudinal support tube provides the tension to
keep the canvas awning tight. All of the forces from
this member go into a deck angled hinge loaded primarily in shear. This arrangement also allows the longitudinal support to be extended, should the canvas
stretch and sag over time.
Deck angle hinge, Rochford Supply, P/N
0773.
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Making Holes In Your Topsides
To create the canvas cover, use a piece of plastic and
duct tape to make a pattern. My wife had concerns
about the awning + window catching headwinds and
putting a lot of stress on the awning. So she came up
with a vent that was sewn into the back of the awning
to allow the wind to escape. A flap lies over the opening, but it lifts when wind pressure exists. The netting
from a laundry bag was used to create the vent and
provide support.
Cover the area where the hole is to be installed with masking tape. Mark and drill a
hole with a diameter about 30% larger than
the final hole you will need to install the
screw.
Mix up about 2 oz West System two part epoxy and add #406 Colloidal Silica until it is
thick like toothpaste (all available from West
Marine). Using a putty knife, press a glob of
the mix into the hole, taking care to finish it
level with the tape. Look inside the boat behind the fill and make adjustments if the epoxy forms a unsightly glob behind. Wait 24
hours for it to cure completely. Wipe up any
epoxy you drip with alcohol (it turns yellow
when exposed to the sun).
Copyright © 2010 Mark Kiehl
After the epoxy has
cured, sand smooth
each hole to the
topside level. Remove the tape.
Drill the hole for
the screw into the
cured epoxy filled
hole. Do not drill
all the way through
the epoxy.
The final frame constructed to hold the canvas awning.
Applywood 5200 adhesive to each of the
screw threads and then install the screw.
Wipe the area clean with alcohol.
Rochford Supply
Part #
The vent engineered by my wife to allow excess wind
pressure to escape. The netting provides support for
the opening and a flap is sewn on the top to keep it
covered. It works!
Qty Description
0773
3
Deck angle hinge
0825
1
Awning rail
0850-010
1
Vinyl beaded welt
0737
3
Outside eye end
0715
1
Split jaw slide
The parts listed above were purchased online from
Rochford Supply Inc. www.rochfordsupply.com
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Custom Gemini Floor Mat
Create a custom floor mat with the Gemini Gems catamaran logo on it and your boat name. Order online using
the custom mat simulator that lets you see in advance what your color and font selection will look like. All of
the mats are made of plush yet durable carpet that is stain, fade, mold, and mildew resistant. They are embroidered using high quality UV protected thread in your choice of colors. The mat comes with a tough vinyl nonslip backing and edged with a color matching poly binding. Two logo / text layout options are available.
We are pleased to offer Gemini Gems members 10% off the Doyle StackPack mainsail furling
system. Upgrade your Gemini and simplify deployment and storage of your mainsail. The StackPack neatly flakes the main into a cover and provides year round protection. Contact Steve at Performance Cruising Inc. for more information: parts@performancecruising.com +1-410-626-2720
and mention 'Gemini Gems' to get your 10% discount.
9
105M Centerboard Repair
By Bob Reason , ANDIAMO, Hull 632
l dropped both centerboards, while the boat was still
on the travel lift. I was dismayed by their condition,
they were in a really bad state having been decimated
by worms. The worm holes had let in copious
amounts of water causing rot and delamination that
had worked its way to the top of the starboard board,
causing the control line pad eyes to pull out. If replacement boards were available I would have preferred to replace them , but since they were not I chose
to repair them.
Worm damage to the starboard centerboard,
Port centerboard delamination.
Aside from the worm damage, the port board was still
working. From a delamination point of view, it was in
a better state than the starboard centerboard.
The greatest damage on my centerboards was to the
areas adjacent to the hinge bolts. This is because it is After four days of cooking in a tent with two heaters
not possible during a normal bottom paint job to access running full time, the boards were dry enough to sand.
this area and apply antifouling paint.
Using a belt sander, I sanded the entire boards to remove the old antifouling paint, a horrendous job.
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After cutting the worst of the damaged and rotted
wood away, giving me something reasonably solid to
work off, I needed to replace it! Scarfing is an old
technique of overlapping wood joints to increase
strength. By controlling the depth of a saw cut a few
inches in from edge of the area I needed to rebuild, I
peeled away enough outer layers of old plywood to
Stainless steel pipe washers installed. The pad eyes,
used for lowering and raising the boards, are normally
attached using small bolts that protrude into one and a
quarter inch diameter blind holes drilled into the sides
of the board. The nuts on the bolts are backed by
very small washers making them vulnerable to pulling
through the plywood. A fellow owner suggested using
a short length of one inch stainless steel pipe, recessed
in the blind hole, as a better solution than the original
tiny washer. That is what I did, it increases the surface area of the washer making the bolts less lightly to
pull through.
Port centerboard after scarfing in new wood.
of fiberglass CSM, matting and water proof filler, I
reached the stage of them being sound and stable. Diaccommodate the thickness of new plywood. I used ½” luted epoxy was trickled into delaminated areas and
plywood on both sides of the damaged area. To fill the voids that weren‟t pulled apart. Tapping with a hamgap, between the two new outer pieces of plywood, I
butt jointed old plywood, relying on the overlapping
outer pieces for strength and fairing. This was all done
in one gluing session with sufficient clamps to hold it
all together whilst the epoxy dried. I must admit I
wasn‟t overly fussy with the epoxy, given that I wasn‟t
building fine furniture. The object was to integrate the
repair rather than just gluing something to the edge of
the board. The final product was a solid rebuilt area I
could shape and sand.
Over the rest of the boards, loose layers of plywood
were removed to allow better drying of the saturated
wood. The heaters were then applied to the localized
areas where I would be working next.
Repaired centerboard after five coats of waterproof
epoxy 2000E barrier coat.
After nearly two weeks of using epoxy, a combination
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mer gave a good indication of how solid the board was
below the surface. The final task was to apply a single
layer of glass matting all over the boards to dissuade
further worm attacks. This was followed by five coats
of water proof epoxy 2000E and then new antifouling
paint. InterProtect 2000E/2001E is a two-part self
priming epoxy by Interlux for protection against water
absorption and reducing the occurrence of gelcoat blisters.
Bow line tied.
The repaired boards were transported back to the boat
and the travel lift was used again to lower the boat
over the refurbished boards.
The boat lowered over the repaired centerboards.
A fellow owner suggested using SAMSON XLS
YACHT BRAID 7/16", 15 feet for each board. 7/16
was really too big for hull 632, making the job of
The pad eyes were reattached using short lengths of
threading through the clutch and pad eyes difficult. I
one inch stainless steel tubing as washers to help pre- ended up pulling the sheath back about 12 inches and
vent the bolts pulling through the plywood again.
cutting the center out. This allowed me to just use the
I assumed the 105M boards would be identical from
sheath to feed through the pinch spots. I used whipport to starboard. However, the hinge bolt location
ping twine to stitch the pennants to the messenger lines
was about one inch different, port to starboard, so I
I had first pulled in. Any other method wouldn‟t allow
ensured I kept the correct orientation. I also inserted a the line to pass through the eyes. If found that 15 feet
piece of PVC pipe into what was left of the hinge bolt is the perfect length.
holes before starting work to ensure nothing changed.
I am now back in the water with two working center
I ordered two new hinge bolt kits from Performance
boards. My impression is the boat is about 1 knot
Cruising Inc., but unfortunately the hardware did not
quicker now, possibly because of less weight and betfit my older centerboard. The bolts provided were too ter fairing than the Swiss cheese I was hauling previshort at 4 1/2 inches. Dry fitted I couldn‟t even screw ously.
the nut on the bolt. I needed 5 inches to allow the nut
to obtain sufficient thread contact. I was forced to use In all I spent somewhere around $400 in materials and
the old bolts with the new plywood washers. The in- 60 hours to get the boards back into a working condiside diameter of the stainless steel washer in the PCI
tion.
kit was also too large as well.
Copyright © 2010 Bob Reason
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The Logs of TAMARIS: Poole, UK to Belle Île, France
By Wolfgang Scholtes, TAMARIS, Hull 564
Editor’s Note: This article is a successor to two
prior articles that appeared in the July 2009 and
April 2010 issues. The July 2009 issue provides
background information on Wolfgang and the
start of his journey aboard TAMARIS. The content in this article comes from a series of emails
sent by Wolfgang to his friends throughout his
trip in July 2009 as he traveled from Poole UK to
Beele IIe France.
England
Bembridge
Cherbourg
Port Clos
Roscoff
12 July: Bembridge to Cherbourg, 80 miles.
L‟ Anse des Blancs Sablons
What a difference a night can make: yesterday the
weather was miserable, today we wake up to a brilliantly blue sky. The forecast wind F4 gusting to F5
from SW is not ideal as it means sailing high on the
wind to Cherbourg but the south wind forecast for the
day after would be even worse. So we decide to make
the jump to France across the Channel. Predictably, the
first part of the crossing is quite bumpy, not only high
on the wind but also into the swell. In addition, the
current sets us quite a bit to the east. But, we are lucky
with big ship traffic: today is Sunday and no ship at all
is coming out of the Channel, only a few go east-ward
and none of those passes near us. After the tide turned
we move back to our course line, but when later in the
Audierne
Les Îles des Glénan
France
Belle Île
Bay of
Biscay
Source: Openstreetmap.org
Map detail of the route covered in this article.
afternoon the wind drops and the tidal current turns
again against us , we have to motor the last 20 miles to
Cherbourg and arrive only at one o‟clock in the night.
So, a quick couple of whiskeys and we are ready to hit
the sack…
13 July: Cherbourg to Alderney, 26 miles.
Monohulls racing out of the Solent. No idea what they
see in Heeling!!??
We wake up to a view we had not seen when we had
tied up in the marina in the darkness: the massive
Ocean Liner Queen Mary 2 was moored to the passenger dock and waited for her transatlantic passengers to
board her. We spend the morning in town, the atmosphere decidedly French, which we join by having cups
of strongly roasted French coffee and a baguette, eaten
on the street…As we leave Cherbourg in the afternoon
13
the Queen Mary 2 does the same and we can see her
getting moving out into the Channel, westwards to
New York? We catch a favorable current all the way to
Alderney, where we arrive three hours later thanks to
that current and a South wind of F 4 on the beam. Alderney still shows signs of the German occupation during WWII: massive fortifications everywhere. Politically the Channel Islands are a strange kettle of fish:
although their foreign policy is that of the UK large
measure they are self-governed.
from France to Sweden.
16 July: St. Peter Port, Guernsey.
As was to be expected, once the gale had moved
through, the wind changed to the East and dropped
down to Force 2, really too weak to cover a larger distance, unless we motored, which I really want to do
ever less. So, we stay, rent a car for the day and drive
around the island, seeing the sights. Back on the boat
in the afternoon we move out of Victoria Marina again
over the sill to an outside pontoon to be ready to leave
14 July: Alderney to Guernsey, 41 miles.
early next morning and sail Southwest to Ploumena‟ch
Originally, the plan was to go from Alderney to Jersey on the forecast Northwest wind.
but the wind is from the South, just where we want to
17 July: St. Peter Port, Guernsey.
Yes, we are still in Guernsey! We had wanted to leave
early this morning but the forecast turned against us:
wind from the West at Force 6-7, gusting to 8 (80 km/
h wind speed reported in Roskoff, Brittany)! So, we‟ll
wait until tomorrow, when the forecast wind of West
at Force 4-5 will hopefully allow us to sail down from
Guernsey to Perros Guirec.
18 July: Guernsey to Port Clos, Île de
Bréhat, Brittany, 50 miles.
They like flowers in Guernsey.
go and the tidal current sets back towards Cherbourg in
the morning. So, no go. We leave Alderney only in the
afternoon, when the current is in our favor, and motor
to Guernsey, still against a southerly wind but with a
good push from the tide, never mind the wind over
tide conditions. Lots of boats in St. Peter Port as the
forecast announces a SW gale for the night. Time to be
snug in a harbor….
15 July: St. Peter Port, Guernsey.
The gale arrives later than forecast and lasts to midday today. So, we move the boat from a pontoon outside Victoria Marina to a slip inside and stroll around
St. Peter Port. This is an interesting place: English people, English styles but many French geographical
names! The harbor is full of visiting boats from the
UK and all seafaring countries of Northern Europe,
If you look back at what I wrote yesterday on what we
hoped to do today you will soon find that pretty much
everything turned out different. First, the wind, which
should have been West 3-4 and therefore ok for us going SSW. But NO, the wind was F 4-6 in the morning
and came from WSW! So, sailing with the jib and one
reef in the main, we found ourselves high on the wind
and going across quite a confused sea, left over from
yesterday‟s gale, as soon as we had left the shelter of
Guernsey‟s Southern tip. This should have been the
time to turn back, but we had enough Guernsey… Result, we had a rough ride and were set off to the east.
Worse to come: by noon the wind had turned to SW
and went down to Force 2 whilst the sea remained high
and confused. Rolled up the jib and motored on, trying
to make as much Westing as possible. Poor Tamaris,
she was not happy and told us so by loudly banging in
the waves. But, still worse to come: also at noon we
received a strong wind warning for a Force 7 from
NW, only in the end it was not from NW but West
again. At that time we had it and went straight South
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and for the shelter of the Île de Bréhat, where we are
along the coast as close as possible so that at least we
now snug at anchor in the small drying harbour of Port sail in calmer waters…
Clos. Quite a struggle but we learned more than one
lesson today.
22 July: L’ Aberwra’ch to L’ Anse des
Blancs Sablons 35 miles.
19 July: Port Clos
The wind is still strong and from the West, so we stay
put on the Île de Bréhat, a very popular place. An endless stream of small passenger ferries ply between the
mainland and the pier of Port Clos to deliver or pick up
hundreds of tourists.
Big day today, trying to go down the Chenal du Four
and on to Brest. First half of the day we make good
progress along the North coast of Brittany, nicely
pushed by a following tide, but the wind gets weaker
after we rounded “Le Four” lighthouse and turn South
into the “Chenal du Four”. So, our boat speed goes
down and the tide turns against us before we are
around Pointe St Mathieu and go East to Brest. And
that is BIIIIIG trouble because the contrary current increases to over 5 knots before we are next to the entrance to the port of Le Conquet. Even the push of the
engine at full blast is not enough to fight our way
around Pointe St. Mathieu, or at least into Le Conquet.
We give up and run into the calm of the Anse des
Blancs Sablons, where we decide to anchor for the
night and forget about Brest…
23 July: L’ Anse des Blancs Sablons to Audierne, 34 miles.
Today, everything is perfectly timed: we leave L‟ Anse
des Blancs Sablons just after high water and with a
wind from the South West, the falling tide is sweeping
us down the remainder of the Chenal du Four, across
“l‟ Iroise” and around the “Raz de Sein”. From there
it‟s another 12 miles to Audierne, a lovely town, where
20 July: Port Clos to Roscoff, 48 miles.
the Tamaris was on 26 July 2006, when she was going
Again, the weather is not what was forecast: not South up North from the Med to Crosshaven.
Force 4 but SW Force 2. But, our timing is perfect
when we motor almost all the way to Roscoff in a fol24 July: Audierne to Les Îles des Glénan, 34
lowing current. We arrive in Roscoff in pouring rain
miles.
and Heinz‟ friends Peter and Claudia join us quite
soaked…
What a glorious day!!! Beautiful weather, wind from
the South West Force 3-4 gusting to 5 and we make 6
21 July: Roscoff to L’Aberwra’ch, 37 miles. to 8 knots on a beam reach. Rounding the Pointe de
Penmar‟ch in a big sea we turn towards the Îles de
And why should the weather forecast be correct today?
Glénan. There we anchor right up the sand bar beWe expect a nice South wind Force 3-4 and what do
tween Île Saint-Nicholas and Île de Bananec in 4 feet
we get? South West Force 5 to 6 with gusts up to F8!!!
of water, expecting to fall dry on the beautifully white
Expecting less wind we had changed the jib to a genoa
sand during the night. They say the Îles des Glénan is
last night but today we are only safe and comfortable
about as close to the Caribbean as you can get in Britafter we have rolled up the genoa to half it‟s size and
tany….It is a beautiful place!!
have put in two reefs in the main. We stay and tack
After an eventful day we find shelter in Port Clos, Île
de Bréhat.
15
25 July: Îles des Glénan to Île de Groix, 24
miles.
A tongue of high pressure is licking from the Azore‟s
High past Portugal all the way to the Golfe de Gascogne. Result: beautiful dry weather and no wind. So
we motor the 22 to Port Tudy on the Île de Groix and
are being guided to the very same mooring on which
the Tamaris was berthed exactly three years ago on 25
July 2006!!!
Well protected by the high walls of Fort Vauban in Le
Palais, Belle Île.
Citadelle Vauban Musee fortress observed as we entered Le Palais harbor.
26 July: Île de Groix to Belle Île, 24 miles.
The tongue is still sticking out. So we have beautiful
weather with a Force 3 wind from SW to S. The sea is
calm and we glide slowly and comfortably from Port
Tudy to Le Palais. Entering Le Palais harbor the most
impressive sight is the fortress overlooking all, built by
Vauban. And that strikes quite a chord with me, coming from Saarlouis, also a fortress designed and built
by Vauban, the military architect of Louis XVI, the
Sun King. But not only that, I was even born and grew
up in Vauban Street….At night I have the best mussels
ever: in blue-cheese gravy!!!
The "Welcoming Committee" of Fort Vauban, in their
day waiting for visitors from England.
Prior to his return to Scotland, Robert England, wrote the following to summarize his experience living on “Tamaris”.
“A Life in the Day of Tamaris”
Having recently disembarked from Tamaris,
after twelve wonderful days of sailing and camaraderie, I thought I would put down some reflections on
what a day is like on Her Ladyship – and how it has
evolved over the past several years. It is intended for
those who are unfamiliar with “The Routine”, as well
as for those who have grown to appreciate it from repeated exposure.
16
As usual, the Skipper Wolfgang – affectionately known as The King – is a remarkably goodnatured, hospitable and tolerant ruler aboard Tamaris.
Of course, he has his strict routines - of which more
below - but these are enforced in the context of what
by most standards is a highly benevolent dictatorship.
Always solicitous of the crew, his first priority is nonetheless Tamaris herself.
Since I have known her, Tamaris has benefited
from a steady flow of improvements: this year, there
are more solar panels and a battery of new batteries so
that electricity is in surplus, thus enabling installation
of a brand-new and highly effective fridge. Strong,
ocean-going hatches have replaced the leaky predecessors and, after some repairs to the leaky surrounds, are
now ready to take on all oceans. Sturdy new headsail
winches serve to reduce the muscle-building involved
in tacking.
Kentucky fried??”). However, the insistence that the
crew eat first and that the Skipper monopolises the
washing up remains a permanent feature of Wolfgang‟s Rule. It‟s the only boat I‟ve ever sailed on
where the skipper insists on doing the washing up.
While the day does not start early – unless
there is a tide to catch, in which case all bets on a sleep
-in are off – it certainly does not end early either. Ritual is ritual: red water with the evening bread and
cheese, followed by red wine, followed by what those
of us who live in Scotland would call a “Wee Dram”
but which the rest of the world would call a Whisky.
In Scotland, we dilute the whisky according to taste;
on Tamaris the crew adjusts the volume according to
personal requirements – under the able leadership of
the Skipper.
And then, of course, there‟s the chocolate: KitKat with coffee after lunch and Cadbury‟s Fruit and
And if the autopilot continues to fall short of
Nut in the evening. This is all washed down with a
expectations (this year the issue is whether the skipper plentiful supply of music. Two years ago, the theme
has the correct size of ball bearings....), this can only
was The Chieftains; last year the Red Hot Chilli Pipers
reinforce the value of having a crew on board to steer reigned supreme; this year, Leonard Cohen tops the
Her Ladyship. Last year the skipper was extolling the charts – perhaps a sign of maturity, but I hope not.
virtues of an electric rather than a diesel engine – his
ultimate aspiration. However, it‟s still the same old
Of course, in the last analysis, life on Tamaris
diesel engine, remarkably reliable this year – as disis about sailing, mainly coastal sailing when the
tinct from the starter motor, which needed the occaweather permits. Wolfgang‟s schedule calls for about
sional TLC (tender loving care).
6-8 hours on the water each day, providing him with
ample opportunity to delegate the sailing, assume his
TLC continues to be the order of the day for
rightful position on the throne and read multiple ethe crew. Indeed, gastronomically things have cerbooks on his new Kindle. The rest of the 24 hour cytainly improved: Heinz is a remarkable cook, produc- cle is spent either tied up, anchored off or “dried out”.
ing healthy lunches under all circumstances (daily sal- Of course, this latter refers to Her Ladyship; the crew
ads, for goodness sake!!), spiced with herbs he picks
seldom if ever dries out…
up along the roads in harbour. No longer is there the
1300 Hour drama of the Skipper serving the crew pot
noodles with a flourish and a choice (“chow mein, or
Copyright © 2010 Wolfgang Scholtes
GCOA Burgees
To purchase a burgee,
send $35 USD to:
Gemini Catamaran Owners
Association LLC
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105M Table to Bed Conversion
By Mark Kiehl, SEAS TODAY, Hull 649
Our 105M salon table did not drop down and convert into a
bed like newer 105Mc‟s do. So we modified our table to drop
and provide sleeping space for three adults.
A solid piece of aluminum was machined in a lathe to fit into
the bottom portion of the table leg and accept the previously
attached top portion. The length of the tube was carefully cut
in the lathe so that the original table could squat down and provide support for the bed, as well as store out of the way.
Plywood coated with paint and then epoxy was used as the
main bed platform. It is hinged so it can be folded and stored
between the seat /storage compartment at the door and the
switch panel. I laid the piece of plywood on top of the opening and traced the curve from below onto the wood.
Wood supports were installed around the perimeter of the bed
platform, just under your knee when you sit. You never notice
this wood when sitting at the table. A cross piece was installed
at the entrance and two plastic blocks were used to transfer
load from the bed platform to the table top underneath.
Mildew resistant foam was purchased at a fabric store and a
cover was sewn, creating bed cushions. The cushions are
stored in the aft berths when not in use.
Copyright © 2010 Mark Kiehl
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CHARTER
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Learn one on one, or get a group
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the boat, not by the person. Contact Capt. Bill Schardt at 410 6267339, 443 852-0105 or email me
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MISC. ITEMS FOR SALE
FOR SALE – Outdrive leg complete with additional parts – transom plate w/bearings & input
shaft, xtra yoke, small parts kit w/
Gemini Gems Apparel
gaiter, xtra CV joints and prop.
Leg has the new dual bearings installed in 2007 models and later.
Painted with black Imron to solve
that scabby look problem. $3500
for all and I pay the freight anywhere in the US. Don‟t go cruising
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Master stateroom mattress
cover. We replaced our mattress,
hate to throw it away. Contact me
at mark_kiehl@yahoo.com
FOR RENT: Central west coast
waterfront 2 bedroom/1 bath
home at Hernando Beach, FL, located one-half hour from World
Woods Golf Course. Available
January thru June 2010. $500 per
week which includes a 1-day trip
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WANTED
WANTED: Older Gemini cat as
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GEMINI - Looking to set sail
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BOATS FOR SALE
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