Catalina 350 International Association

Transcription

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MAINSHEET
Editorial:
Managing Editor
Frank Butler
President Catalina Yachts
Editor
Jim Holder
830 Willow Lake
Evans, GA 30809
Phone (706) 651-0587
Fax (706) 651-0533
cv.jholder@mainsheet.net
Associate Editor
Carol VandenBerg
830 Willow Lake
Evans, GA 30809
Phone (706) 651-0587
Fax (706) 651-0533
Spring 2013 • Vol. 31 • No. 1
Subscription Information:
Technical Editor
Gerry Douglas
Designer & Engineer
Catalina Yachts
gerard@catalinayachts.com
Technical articles published
herein are the advice and
opinion of the individual
author solely. Catalina
Yachts, Catalina Mainsheet and/or the National
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CATALINA MAINSHEET (ISSN 1527-9073) is
published quarterly by Eagle LTD. 830 Willow
Lake, Evans, GA 30809. Periodical postage paid at
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About our cover:
Cover photo by Ray Irvine, owner
of Catalina 34 Crew’s Nest, taken
during Fleet 1 Weekend Cruise.
Advertising Information:
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MAINSHEET
VOLUME NUMBER SPRING 31
1
2013
from the Alameda and South Beach areas… [C34]
FEATURES:
Canada’s North Channel - Venturing Forth
6To
We were so excited. We didn’t sleep well the night before on board our Catalina 445,
Carpe Diem (“Seize the Day”)… [CM440]
and 25,000 nmi - Major Milestones for Son Touched
875
My wife, Jan, and I purchased Son Touched (hull #72) new as our retirement boat after
seeing a C 400 at the Newport Boat Show in 1995… [C400]
It’s Time to Go Cruising!
10
That is what I said to my wife five years ago. We had taken numerous bareboat trips,
owned a San Juan 21, raced a Ranger 29, cruised an Ericson 34-2 on the Gulf Coast
and I had crewed on two Caribbean 1500s and an Atlantic Cup. It was time to take off
for an extended time on a boat fitted out for cruising… [C380]
COLUMNS:
12View from the Bridge By Tom Curran [C25/250]
14Fleet Development By Mike Bracket [C22]
17Close Encounters By Jack Hutteball [C34]
47Newsworthy - Sailing Industry Icons GatheR
ASSOCIATIONS:
17 IACA
19 One-Design Associations
48 Join and Renew
TECH NOTES:
INSERT: A Catalina Mainsheet exclusive!
Be sure to pull out the technical insert
for future reference. All information is
approved by Catalina Yachts for accuracy.
Contributing Association Editors
Please submit material for publication through your Association Editor. E-mail address and phone number in
association section.
INTERNATIONAL ALL
CATALINA ALLIANCE
Donna Ferron
Honey Brook, PA
CATALINA 470
Julie Olson
CATALINA
MORGAN 440
Lorell Alexander
Livingston, TX
CATALINA 42
Bill Wertz
Friday Harbor, WA
CATALINA 400
Martha & Dan Bliss
Spring Grove, PA
4
CATALINA 38
Chuck Finn
Saratoga Springs, NY
CATALINA 310
Bob James
Columbus, OH
CATALINA 25/250 &
CAPRI 25
Brian Gleissner
CATALINA 380/387/390
Diane Revak
Phoenix, MD
IC30A/C309
Max Munger
Lusby, MD
CATALINA 22
Ted McGee
Cumming, GA
CATALINA 36/375
Lauren Nicholson
Warwick, RI
CATALINA 28
Dave Brower
CATALINA CAPRI 22
Rick Beddoe
Minneapolis, MN
CATALINA 350
Neville Edenborough
CATALINA 27/270
Peter Zahn
Severna Park, MD
CATALINA 34
Jack Hutteball
Anacortes, WA
CATALINA 26
Jeff Eaton
Rhinelander, WI
CATALINA 320
Rod Boer
Hatboto, PA
By Jim Holder
Changes
COVER STORY:
Cruise
5Petaluma
Coming Home: The day started off with some foggy conditions for those of us traveling
EDITOR’S BARQUE
As we move forward in life, changes are
inevitable. Some we can control and some
we cannot. Making the best of things thrown
your way is the golden key to continued success. As you can see, Mainsheet has made
some pretty big changes with this issue.
Many changes, if not all, are evolutionary, which certainly will be the case for
Mainsheet. Your comments, pro and con,
will help our efforts to make Mainsheet
more viable, cost effective and current with
technology.
Our main goal is to maintain our present
price structure, which has not changed in
seven years, while keeping all association
information pertinent and up to date.
As for technology, we have had several
requests for an online edition of Mainsheet
from cruisers who are at sea for extended
stays. This is available through your association secretary who has an online pdf copy
which can be sent to the destination of your
choice.
Speaking of cruising, with the new year
in full swing, many of you will be charting
out some exciting trips to neat and unique
destinations. Please remember to shoot
plenty of colorful, interesting action-filled
photos. Some we could use for the cover of
Mainsheet. We prefer verticals but horizontals will work as well. It just has to be more
than a picture of a single boat. Sunsets,
wave action, close encounters with other
boats, crew action setting a chute or at a
mark rounding, all make for good covers.
Give us plenty of text and shots of the crew
to fill out the package.
Also note our new columns for each
issue: View from the Bridge, Fleet Development, Close Encounters, and Newsworthy.
Oh yes, one more thing while you are
out and about, if you have finished reading
your Mainsheet, pass it on to another Catalina boat owner who might not be enjoying
the benefits of association membership. The
Catalina Family can always use new friends.
CATALINA 18
Mark Wilson
Oxnard, CA
CORONADO 15
Kiersten Vance
Folsomy, CA
C ATA L I N A M A I N S H E E T
Cover Story • C34 Fleet 1
Petaluma Cruise
Coming home
The day started off with some foggy
conditions for those of us traveling from
the Alameda and South Beach areas.
But, we were happily greeted with warm
sunny skies as we sailed up into the North
Bay, crossing San Pablo Bay through the
channel and entering the mouth of the
Petaluma River. Aquavite (Stu & Cory
Jackson) and Crew’s Nest (Ray and Patti
Irvine) navigated the way as the rest of us
followed. Music (Bob & Susan Englehart),
Painkiller (Rick Allen & Family), Irish
Whiskey (Duane and Debbie Quick) and
SeaScript (Scott Lee & Christine Bennett)
also attended the cruise.
The trip up the river was very enjoyable with
sunny skies, warm temperatures and favorable tides
and current conditions working in our favor. We
passed swans and other wildlife creatures and got a
closeup view of several funky riverfront communities.
Passing by the Petaluma Marina, we went under the
Highway 101 Bridge and the D Street Draw Bridge
(a classic drawbridge which Stu had previously contacted to have opened for us prior to our arrival) and
immediately entered the Turning Basin. The Fleet
had finally arrived! We side-tied uneventfully along
the convenient guest docks adjacent to the Petaluma
Yacht Club, and were within a half-block walking
distance of historic downtown Petaluma.
Everyone enjoyed a great day Saturday, exploring
the many shops, museums, restaurants and pubs the
beautiful downtown area has to offer. That evening
we held a group dinner at a fabulous restaurant
called Graffiti. Afterwards, many of us embarked on
the Petaluma Yacht Club to socialize and enjoy a few
spirits on our final night. We departed at approximately 0900 on Sunday with all having safe voyages
back to our home marinas. It was a great weekend
for members of Fleet 1, and a very enjoyable cruise.
By Ray Irvine
SPRING 2013
5
Feature • CM440
To Canada’s
North Channel
Venturing Forth
W
e were so excited. We didn’t sleep well
the night before on board our Catalina
445, Carpe Diem (“Seize the Day”).
The anticipation of the next morning’s
planned departure was too much to bare. It was to be
the start of a long talked about and planned journey to
Canada’s North Channel. Both retired, we had rented
our house for the summer to friends of friends who
were building a house. It didn’t get any better. A little
additional income for three months and someone to
mow the lawn. But first, we had to cross Lake Michigan. Yeowwww!! After 5 years of sailing the safe
waters of Green Bay and Door County, we were going
to venture forth and actually be out of sight of land.
And, we were going to do it solo.
On the morning of June 22, 2012, at 6:03 AM, we
left Centerpointe Marina in Sturgeon Bay, Wisconsin.
Although chilly, the winds were extremely light amid
an appearing blue sky. The sailing vessel, Carpe Diem,
was going to morph into a trawler for a day or maybe
more. This was intentional. The Admiral gets seasick
pretty easily, and we didn’t want to be a long way
from relief if the lake got rough. We planned our
departure around a weather forecast of 0-2 knots of
wind and waves less than 1 foot. At 2700 RPM or
8 knots per hour, we would arrive in Frankfurt, MI,
our closest landfall (57 miles), at an estimated arrival
time of approximately 3:00 PM (EST). As we passed
the breakwater and exited the safety of the Sturgeon
Bay Canal, we said a prayer, fixed a waypoint for the
Frankfort breakwater on the chartplotter, kicked in
the autopilot, and watched land slowly disappear off
the stern of the boat. Lake Michigan was a sheet of
glass, the dogs were sleeping like babies, and we were
on our way.
How did we get to this point? It started in the
spring of 2005 with a bottle of wine and a beautiful
afternoon in Peninsula State Park in Door County, WI.
We were sitting on a rocky point overlooking Green
Bay, picnicking with our dogs, Max and Neuman. We
were enjoying the day and the conversation turned to
what we were going to do in retirement. It was only a
couple of years away. I’m an adventurer and risk taker.
I pull the trigger pretty quick. I knew I didn’t want to sit
around the house and play bridge with the neighbors.
Mindy is a thinker. Prudent. She gives a lot of thought
to things before taking action. Sometimes what I think
are simple tasks become complicated. This had always
proved to be a good combination in our 25 years of
marriage. I was always looking for things to do or
By Gary and Mindy Weichmann • Catalina 445 Hull #39
6
“How tough can it be? It only goes 5 mph.
Let’s pull the trigger!”
buy. She was the analyst, asking lots of questions. Details !!! As if on cue, this beautiful
sailboat sails past. No loud engines, sails full
of wind against the horizon, with a middleaged couple relaxed in the cockpit. It left an
impression on both of us, but more so on me.
Two weeks later, we chartered a 42 ft. sailboat named Friendly. The boat, a Chinese gaff
rigged schooner, was owned and captained by
Bruce Bishop. Bruce, a good looking, middle
aged man with lots of hair, could have been a
California surfer dude 20 years ago. We settled in for a 2 hour afternoon sail out of Fish
Creek, WI in calm conditions. Light winds
prevailed; there was a little chop and lots of
sunshine. We had a great sail. Bruce taught us
how to tie a bowline.
I decide to take sailing lessons with my
tennis doubles partner, Mike Nabbefeldt. It’s
an 8 week class sponsored by the Neenah
Nodaway Yacht Club on Lake Winnebago.
We learned sailing basics in Flying Scots. The
instruction was excellent. I also start asking
questions of the instructors about cruising
boats. The instructors had lots of suggestions,
but if I was serious, I should take the safety
training course offered by the Coast Guard
Reserve. We signed up and both passed with
perfect scores. Now, it was time to find a boat.
I travel a lot in my profession, so I started
looking for marinas to stop at and nose
around. Let’s go kick some tires! I was like
a kid looking for his first car. My first (and
last) stop was Nestegg Marine in Marinette,
WI. There were lots of boats and several for
sale. One in particular caught my eye. It was
a blue hulled Choi Lee. It was dry docked.
At the time, I didn’t know a Choi Lee from
a duck skiff, but she sure was pretty. She also
needed a lot of work and was uninsurable
until some repairs to the hull were done. That
didn’t sound good!! I was then introduced to
John Kukuk, whom with his wife, Sue, are the
owners of Nestegg Marine. He asked me a lot
of questions and suggested I look at a new
Catalina 350. He sold me on the idea that if
I was just beginning to sail, I wouldn’t want
all the maintenance issues associated with a
used boat.
It was time to get the Admiral involved.
We drove to Marinette to look at the boat.
Mindy was impressed. It smelled like a new car
and everything worked. It was a little floating
apartment. On the way home, her analyt-
ical side kicked in. “What are we thinking?
You’ve never sailed a boat that big. Is it in
our budget? What about all the hidden costs?
Can we dock something that big?” Details !
I replied “How tough can it be? It only goes
5 mph. Let’s pull the trigger!” She reminded
me of my father’s favorite expression, “A fool
and his money are soon parted”! To make a
long story short, we bought the Catalina 350
and named her SeaBiscuit. Eight months later,
we traded it in for a Catalina 42 (Dolce Vita).
Two years after that, we purchased a Catalina 445 (Carpe Diem). She’d be our cruising
vessel for this upcoming journey.
We arrive in Frankfurt right on schedule.
We slide through the breakwater, past the
Coast Guard station, and into Betsie Lake
with big smiles on our faces. Mission accomplished. We have a reservation at the Frankfurt Municipal Marina.We call up the dockmaster on the VHF,and he assigns us our slip.
We fender up and start our approach. We’re a
little thrown off by the fixed docks. They look
so high compared to the floating docks we’re
accustomed to. The fendersare essentially useless because they are two feet below the dock
level. We dock carefully in the shallow water
and make some adjustments to protect our
boat from the pilings. We get settled, and it’s
time to walk the dogs. It’s been 8 hours, and
they have to go. They have to jump up about
2 feet to a pretty narrow dock. Neuman, our
big golden retriever, under shoots the jump,
falls back, hits his head pretty hard on the
boat, and falls into the water. He swims to
shore and appears all right. Not the way to
start our post landing in Frankfurt.
Later that evening and over cocktails in the
cockpit, we assess the day. It went better than
we had hoped. It was a smooth, uneventful
motor. We had planned to stay another day in
Frankfort, but there wasn’t much to do. The
weather window was favorable for sailing to
our next destination, Leland, MI. We decide to
leave early the next morning. As we’re starting
to close things up for the night, we notice a
beautiful Tartan 4000, Minnehaha, beginning
to anchor in the lake. We will see this boat
again in three weeks in the North Channel.
TO BE CONTINUED…
SPRING 2013
7
Feature • C400
75 and
25,000 nmi
Major Milestones for Son Touched
By Richard Beckerleg
My wife, Jan, and I purchased Son
Touched (hull #72) new as our retirement
boat after seeing a C 400 at the Newport Boat
Show in 1995. We took delivery in the spring
of 1996. I was almost 60, recently retired and
we wanted an offshore capable, safe, comfortable, livable cruising boat, rather that the
racing boat we had had previously.
This past summer we cruised from Boston’s North Shore to Belmar on the New
Jersey coast where the Shark River offers a
deep and safe entrance to the Barnegat Bay.
We cruised the “inside” both ways enjoying
Massachusetts and Cape Cod Bay, Buzzards
Bay, Block Island, Long Island Sound, the
East River, New York Harbor and a short run
down the Jersey Coast to Belmar...and back
again (not sure what Hurricane Sandy did
to Shark River Inlet - check before you go!).
On the cruise we celebrated two major milestones. The first was that I turned 75! I am
still able to single hand Son Touched safely!
The second, may be of more interest to you
readers, was that we crossed the 25,000 nmi
mark on the Son Touched’s log.
8
On our “Milestone” cruise our stops
included Scituate and Mattapoisett, MA,
Newport and Block Island, RI, Essex, CT
on the Connecticut River, Port Jefferson and
Oyster Bay on Long Island and, a favorite,
City Island Yacht Club at the northeast end of
the East River. It is a very friendly club with
24 hr launch service and great restaurants.
Most of the stores and restaurants on the
island are an easy dingy ride away.
For this cruise we upgraded our VHF
Radio to include DSC (Digital Selective
Calling) and AIS (Automatic Identification
System). DSC included assigning an MMSI#
unique to our boat, as with an EPIRB, and
a One-Button Emergency Transmit capability
(transmits a digital MAYDAY including vessel
identification, Latitude/Longitude and time
as long as you have connected the radio to a
GPS). The AIS receiver includes a display of
targets (targets being most commercial vessels
and many pleasure craft). I selected Standard
Horizon’s on price, ease of use, and because
I could operate everything and see the AIS
display on the remote hand held mic at the
helm. The ability to determine via the AIS display the bearing of, time to closest approach,
and separation at closest approach of targets
Dick and Jan Beckerleg
is reassuring. I strongly recommend you consider this upgrade! The severe weather alert
interruption feature on newer VHFs is a must.
Twice this trip we detoured around major
harbors on LI Sound when the radio interrupted with weather warnings of 50 and 60 kt
gusts with hail and 1½ to 2 inches/hr. of rain.
In our 25,000 nmi we have sailed as far
north and east as Halifax, NS, and as far
south as Granada (south on two occasions).
The boat is still in great shape, has no structural faults, and it has retained its value way
beyond expectations. Jan, my wife of 45 yrs,
really likes to live aboard the boat, which
makes it easier for me. The interior layout and
features and the cockpit please her greatly.
Jan has sailed over 20,000 nmi of the total,
choosing not to sail to/from St. Martin via
Bermuda. She has sailed with me through all
the island chains. Both times south we spent 7
months in the Caribbean.
This past winter, I removed all the
drawers, cabinet doors, and the surrounding
C350
the very lightly sanded gel
coat. I was pleased. There
were only a few thin spots
but there was good adherence over-all.
BY ALEX PINGREE, CHANTICLEER, HULL #318
All the vendors used by
Catalina for the 400 should
Friday, August 12th, was an exciting
day because, after months of boat shopping,
also be praised. I replaced
I had finally found the perfect boat. The
the main and 135% genoa
options had been added, the sea-trial
in 2008 after 12 yrs. of
complete, and now I was the proud owner
heavy sailing (including
of a Catalina 350. The following weekend I
storm clearly was one
moving
west then
timefarther
to/from/in
the
traveled the six hours from home in north
originally expected,
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head
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The to
original
Alabama to Turner Marina on the Dog
east in the Intercoastals.
Having
all of some
two
sails, while
having
River in Mobile, AL, to take her out for a
weeks experience stretch,
with this
I wastears,
not
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comfortable with or
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and
with
places where the threads
Friday the 26th, I received a call from
storm surge estimates growing, I felt that the
Manhattan and Brooklyn Bridges and the Battery
had failed. After 12 yrs of
Turner saying that the hurricane models
boat would have a better chance of survival
hard sailing, I would have
were showing Katrina making land just east
at anchor than at the dock.
expected more deterioration. I now have
wood trim, and brought them home for refinof Mobile. They were advising their clients
Sunday morning we awoke to beautiful
ishing,
as at 25,000
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a 120 amp Balmar alternator with a 3 stage
regulator, and a starting battery. I always
cruise with a spare alternator and regulator.
The starting battery can be dedicated to the
LED tri-color navigation light at the top of the
mast, as is required for off shore racing, and it
just makes good sense.
When 2 of the #6 blocks, made by Garenough
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CNN and the computer, watching the wind
to Garhauer at the Newport Boat Show. They
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sold me two high strength blocks with needle
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C ATA L I N A
M A I N S H E E T9
Feature • C380
It’s Time to Go Cruising!
By Bill Worsley • C380
That is what I said to my wife five years
ago. We had taken numerous bareboat trips,
owned a San Juan 21, raced a Ranger 29,
cruised an Ericson 34-2 on the Gulf Coast
and I had crewed on two Caribbean 1500s
and an Atlantic Cup. It was time to take off
for an extended time on a boat fitted out for
cruising. In the spring of 2007, we bought
a 2001 tall rig, wing keel, Catalina 380 in
Florida. We sailed Southern Skies back to Lake
Pontchartrain, LA where we did upgrades to
the electrical systems, reefing, navigation, and
cruising amenities. In the spring of 2008 we
took a six week shakedown cruise from Lake
Pontchartrain to Key West, the Dry Tortugas
and back. All went well; however, we did
learn that a smaller headsail would be much
better suited for the boat and the two of us.
So, we purchased a 110% headsail to replace
the 150% that came with the boat. We also
went from a 35 lb. Delta anchor to a 44 lb.
Lewmar as our primary anchor.
After our successful shakedown cruise, we
began to think about our next cruising plans.
Since my wife and I are both from the East
Coast and we have a number of friends and
family there, we decided on making a goal to
sail to Maine and back over the next several
years. We would sail in the spring, summer
and fall then leave the boat on the hard over
the winter and return in mid to late spring to
begin our travels again. I ordered all the Dozier’s Waterway Guides and used https://activecaptain.com/ to research transient slip rates
and winter storage rates. Even though we
were not currently members of a yacht club, I
called yacht clubs on the East Coast and found
many that offered moorings to us at very good
rates. My wife started looking at other boat
insurance options. Because of the recent hurricanes on the Gulf Coast, our insurance rates
had gone up to $3,700 a year…any coverage
on the East Coast had to be less expensive.
As the chart of our summary data shows, our
insurance costs after leaving the Gulf Coast
and keeping the boat on the hard for the
winter dropped to about $900 a year. We also
gave up our slip on Lake Pontchartrain which
saved $3,000 a year. Obviously, these savings
would help in our net costs for cruising.
Before we began our cruise, one of our sons
in laws suggested that we keep a blog of our
travels. So you can find our blog, “Cruising
on Southern Skies” at http://sskies.blogspot.
com/. In the spring of 2009 we left Lake Pontchartrain and cruised around Florida and up
to Virginia leaving the boat for the winter in
Deltaville, VA. Many states on the East Coast
10
have a personal property tax you should be
aware of. Here is a link to an article that tells
you much about the state by state boat registration and tax implications - http://www.
boattax.com/avoid-boat-taxes/ . For 2010 we
sailed as far north as Newport, RI but left the
boat for the winter of the big snow in Branford, CT. We came back in mid-May of 2011
to launch and then made our way to Maine
such that we would be cruising from Portland
to Bar Harbor and back in August and early
September. For the summers of 2010 and 2011
we stayed on a mooring several times at East
Greenwich Yacht Club, RI which was only ten
minutes from the Providence, RI airport. This
greatly facilitated trips home as well as friends
and family coming to visit us for cruising the
beautiful waters and well known destinations
in the Northeast. Ultimately, we left the boat
last winter in the Solomons, MD. Our plans
this year were to spend about six weeks in
Deltaville getting some canvas work done
and then three months in NC at River Dunes
Marina taking several trips to Ocracoke Island
and Cape Lookout. After hurricane season, we
sailed Southern Skies some 1600 nm in 25 days
from NC back home to Lake Pontchartrain.
Our travels and experiences greatly exceeded
any expectations we had prior to committing
to such an adventure.
What really surprised us was how little
this East Coast cruise cost us above what we
were already paying for a yearly slip lease
and insurance on the Gulf Coast. As the data
shows, in 2010 and 2011 we were either
anchored or on a mooring most of the time
which saved significantly over slips in the
northeast. We also did all of the winterizing
and de-winterizing of Southern Skies at each
of the marinas where we stowed the boat over
the winter. Most of the costs for spring yard
work were for bottom painting. Also included
in the data summary are the travel costs for
our Tahoe each year up and back to the boat
and airline flights home for family visits and
special occasions – like the birth of five grandchildren and one engagement.
This article is primarily an overview of
our travels with the emphasis on yearly costs
and statistics. A future article will address
much of the details such as planning, equipment and upgrades, tips and experiences.
If you are interested in more details about any aspect of our cruise (navigation, route planning, marinas,
communications, tides and currents, weather resources, equipment, provisions, maintenance, repairs, or
just to chat about cruising), please e-mail us: Bill at worsleyw@bellsouth.net or Rene at worsleyr@
bellsouth.net. We would be happy to share our experiences from the Captain or Admiral’s viewpoint!
Summary Data from Each Year of Cruising
Nautical Miles Yanmar Hours Genset Hours Total Gallons Diesel Yanmar gal/hr Avg. Cruising RPM1 Total Days Cruising Nights Anchored Nights on Mooring Nights Sailing Nights in Marina Slip Tot. Slips & Moorings Boat Winter Storage Winter Storage Costs Spring Yard Work Boat Insurance Personal Property Tax2 Car & Flight Costs Annual Costs 1
2
2008 1,500 238 2
190 0.80 2800 39 13 0
7
19 $3,000 Mandeville NA None $3,700 -
-
$6,700 2009 2,110 311 53 264 0.81 2800 231 44 0
5
182 $3,900 Deltaville $1,232 $1,222 $701 $1,200 $1,500 $9,755 2010 1,636 292 110 224 0.69 2600 185 101 70 1
13 $1,765 Brandford $1,640 $1,183 $1063 -
$1,000 $6,651 2011 2012
1,876 2,287
324 302
98 31
223 212
0.63 0.69
2400 2500
164 213
77 36
70 2
2
9
15 166
$2,200 $2,764
Solomons Madisonville
$1,178 NA
$2,406 None
$809 $1,000
-
$2,000 $2,000
$8,593 $5,746
17” Max Prop with pitch set at 20 degrees (2.64:1 reduction ratio)
http://www.boattax.com/avoid-boat-taxes/
COLUMN
|
VIEW FROM THE BRIDGE
View from the Bridge
The Bridge and The
Boat, Always Nervous
Bill: “Where are you?”
By Tom Curran, C25/250
Me: “At the airport, why?”
It started out as a weekend raft-up on
Lake Shepard with a group of boats ranging
from a 22 foot sailboat to a 45 foot power
boat. Members of Patrick AFB Marina and
Yacht club gathered on Saturday, Nov. 17 for
some fun and fellowship on the water. I had
gone solo on my wife’s 25-ft. Watkins, as she
was in Chicago visiting our first grandchild.
I lent my C25, Island Time, to friends Mark
and Cheri, whose Irwin 30 would not fit under
a causeway on the route to the raft-up site.
Sunday morning, I rose before everyone
else, pulled anchor and headed back to the
marina so that I could get to Orlando Airport to pick up my wife by 11:00 a.m. While
waiting for her just outside security, I got a
call from my friend Bill, who was still on the
water. Our conversation went something like
this:
Bill: “You’d better sit down.”
Me: “Why?”
Bill: “I’m looking at the bottom of
your boat.”
That can never be good…My first thought
was that the boat had somehow capsized, and
was upside down in the river. I was staring at a
picture that Bill had sent to my phone, which
when my wife came up to me and said “What
are you looking at?” The picture showed my
Catalina, hanging by the mast from the partially open bridge, 10 feet in the air!
By the time I arrived on the scene, the
boat was tied up on the south-side of the
bridge. The mast was still being held up by
the lower shrouds. The masthead fitting was
lying on the deck along with the parted stays
and halyards. The Florida Wildlife Commission officer arrived on site, took statements,
and allowed us to go. With the help of Bill
and Mark, we dropped the mast and brought
Island Time back to the Marina.
The bridge is owned and operated by a
local Home Owner’s Association (HOA); the
bridge tender and HOA president took full
responsibility for the accident and assured me
the issue would taken care of. As chronicled
in my post on the C25/250 association forum,
the damage exceeded the boat’s value; the
HOA’s insurance company totaled the boat.
The insurance company and I disagreed on the
value of the boat (surprised?), but the HOA
made good on their promise to take care of
me and wrote a check for the difference.
I haven’t decided what to do with Island
Time, rebuild, sell “as-is”, or part out. She
was (is) a great boat that me given me many
fond memories, but none quite as memorable
as the image of her hanging from the bridge.
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COLUMN
COLUMN| VIEW
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COLUMN
|
FLEET DEVELOPMENT
Fleet Development
C22 Fleet 130 hosts
booth at the local
Boat Show
By Mike Bracket, C22
Fleet 130 manned a booth at the Lake St
Clair Boat and Outdoor Festival on September
20-23. This is an annual event with both inwater and on-shore boat displays, a large tent
with vendors and LOTS of booths with everything from marina/slip rentals to vacation
properties and everything in between. Over
the 4 days of the event, we had dozens of folks
stop and ask about our boat and sailing in the
local area. As you would expect most of the
sailors commented that they owned a Catalina 22 or sailed on one in the past.
This all started in 2011 when I contacted
the organizing group, the Michigan Boating
Industries Association, about the cost for a
display booth. My initial concept was to place
a boat on the trailer in a booth with a picnic
table and a sign board or two. I explained who
Fleet 130 is and that we belong to a Regional
and National Sailing Association. The MSRP
for a booth was way outside our budget but
they agreed to give me a complimentary display in order to get more sailing interest in the
show and to reach out to a larger audience.
They asked me to ‘advertise’ the boat show to
our members.
As luck would have it, we simply couldn’t
get enough participation from the fleet members on the weekend of the show so we did
not participate in 2011 but the foundation
was laid for 2012. This year, the arrangements were the same. I received a map of the
area with the opportunity to select the display
site I wanted. Dennis Vanderjagt offered up
his recently restored 1986 model as the display boat and we signed the contract. This
year, the Michigan Boating Industries Association asked their ‘complementary’ vendors
to offer something in return. We offered to
present a 30 minute seminar each day in our
booth on cruising large on a small boat. We
laid out 4 topics and drafted a simple outline
to follow. I made some simple Fleet 130 Business Cards to hand out to interested parties
with our web site and contact information.
The show started at Noon on Thursday so
we did our set up on Wednesday afternoon
and evening. Dennis arrived toward sundown
with his boat. The paint was still drying on his
trailer but it looked like a brand new boat. We
spotted the boat, set up the table and canopy,
ran the electrical and introduced ourselves to
the folks on either side of us. On Thursday
morning Erv Zimmerman came with his computer and large display to provide the slide
show of Fleet sailing activities. Our booth was
simple and the only thing we really could do
to improve it would have been to have a C22
Fleet 130 sign at the front of the display.
The crowd was not too heavy on Thursday
and Friday but quite heavy on Saturday and
Sunday. The weather was sunny most of the
time but windy and cool. Almost everyone
who walked into our area wanted to know the
selling price of the boat. At first Dennis was
offended that someone would think his boat
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COLUMN
was for sale but he soon came to appreciate
the many compliments he received.
We did make contact with a few folks
who have a C22 but were not on my local
contact list so we added them. At least 3 couples asked me about boats for sale in the area
and lots of folks asked about the general cost
of a C22 if they wanted to get into sailing.
Several Fleet members volunteered to work
the booth throughout the show so there was
always a couple of guys around discussing
C22 things and plenty of questions were
asked and answered.
Overall the experience was a good one.
We will most likely do it again next year. We
enjoyed the show, it wasn’t too much work
once we were set up and hopefully our new
contacts will join us over the winter for
some fleet activities. I would recommend this
activity to other fleets for advertising and fleet
development. And if you have a boat to sell,
you might even find a buyer!
|
FLEET DEVELOPMENT
This is an annual
event with both
in-water and
on-shore boat
displays, a large
tent with vendors
and LOTS of booths
with everything from
marina/slip rentals to
vacation properties
and everything
in between.
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COLUMN
|
CLOSE ENCOUNTERS
Close Encounters
A Loud Spash
and a Hiss
Island. Sailing conditions were perfect, with
light steady winds and a two-foot chop, we
were making 5.5 knots on a beam reach.
Craig was relaxing in the cockpit while I was
leaning lazily on the wheel as the boat headed
west, practically on her own.
Suddenly without warning, I was alarmed
by a loud splash and hiss in the water right at
the starboard quarter. Jerking my head to the
right I saw a 30-foot Minke Whale surfacing
three feet away from the boat, moving on a
parallel course. As the whale surfaced, we
made eye contact before it spouted and slid
beneath the surface at the midship of the boat.
The spray and steam from the exhaling
whale engulfed me as I stood there in shock.
And, whew, talk about bad fish breath! The
whale checked us out as it rolled back beneath
the surface. Curious by nature, Minke Whales
are known to approach vessels, and usually
surface three to five times before diving back
for a long time period.
Craig leapt from his seat on the port side
of the cockpit and dove into the cabin to grab
one of our cameras, both of which, of course,
By Jack Hutteball, Associate Editor, C34
For those of us in the Pacific Northwest
who sail the Salish Sea, it’s very common to
see groups of Dahl Porpoises swimming near
our boats. Sometimes even
playing on the bow wave
or following closely in the
boat’s wake.
On occasion, we are
even blessed with a close
approach of one of the
pods of Orca Whales
that frequent our waters.
Nowadays, they are easier to spot as they are
usually being followed by several hundred
people in a dozen or more high speed whale
watching boats. The whale watching boats
take the thrill out of seeing these whales unexpectedly when no one else is around.
On a recent daysail, Craig Illman and I
were putting Mariah III through her paces
in the Strait of Juan de Fuca, south of Lopez
were still in the cabin. As Craig came back out
on deck, the whale surfaced again just off the
bow of the boat, then slipped under again, too
late to get a picture. The whale surfaced once
more about 20 yards ahead of the boat and
then was gone.
We both stood on the deck in awe, at the
very close encounter with such a magnificent
creature. . . an encounter we will not soon
forget. It was one of these events that seldom
happens, but as sailors we are generally in a
better place in which to appreciate it.
Jerking my head to
the right I saw a 30foot Minke Whale
surfacing three feet
away from the boat.
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IACA
All Catalina Alliance
INTERNATIONAL
NEWS, STORIES AND ANNOUNCEMENTS FOR IACA MEMBERS
International All Catalina Alliance SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your All Calatina Association Editor. • DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your this address of any change in address: IACA Members, PO Box 9840, Fayetteville, AR 72703 •
Annual Dues: $15 (Catalina Owners without Organized Association Annual) • Join or Renew form on page 48.
Commodore: Michael Davis, 571-522-6481, Commodore@AllCatalina.org
IACA Association Editor: Donna Ferron, 484-678-4592, donnarferron@verizon.net
Treasurer: John Luther, 630-466-1766, Treasurer@AllCatalina.org
Secretary: Hazel Luther, 630-466-1766, Secretary@AllCatalina.org
All Catalina Fleet 24: Roger Powell, LostonMtn@yahoo.com
All Catalina Fleet 69 Austin, TX: Dave Zbasnik, catfleet69@gmail.com
All Catalina Fleet 76 Oklahoma City, OK: Lee Bollinger, 405-751-1958, leebollinge@aol.com
Barnegat Bay All Catalina Association, NJ: Gene Regan, 609-417-3262, MR6687@aol.com
Catalina Association of New England: Peter Sicurella
Catalina Association of Puget Sound: Jack Henderson, sally_john@comcast.net
Catalina Association of Tacoma and South Sound: DeVere Lindh, http://CATSSps.org
Catalina Cruising Fleet Redondo Beach, CA: Tom Polizzi, CCF Skipper
Catalina Fleet 21 Chicago Region: Cheryl Kuba, cheryl@agingparentsolutions.com
Catalinas of Santa Monica Bay: Ginny Lechler, ginny.lechler@gmail.com
Chesapeake Catalina Yacht Club: Michael Davis, 571-522-6481, MEDavis@JeRoDiSys,com
Clinton River Catalina Association, MI: Roy J. Schoenherr, (586) 713-9340,
roynjudi@comcast.net
Columbia River All Catalina Association: Jim Turner, jimturner@comcast.net
Detroit Catalina Yachting Association, MI: Alan Johnson, 248-231-4536,
lj37@daimlerchrysler.com
Gulf Coast Catalina Cruisers: John Sheehan, gccc31@yahoo.com
Hampton Roads Catalina Fleet 30 Association: Dawana Jennings
Lake Erie Catalina Association: Alan Wolf, 440-350-0788, wolfa@ucc.org
Lake Michigan Catalina Association: Rick Van Sweden, captainrlv@comcast.net
Lake Ontario Catalina Association (LOCA): Brett Colville,
www.lakeontariocatalinaassociation.com
Long Island Sound Catalina Association, CT: David Isaacs, dnisaacs@verizon.net
Ocean State Catalina Association: Jeff Chirnside, jdskchirns@aol.com
San Diego Catalina Association, CA: Pat Yates, peyates@hotmail.com
South Bay All Catalina Association, CA: Lisa Falk, phalks@earthlink.net
South Bay Catalina Yacht Club, Long Island: Brad Baldwin, commodore@sbcyc.org
Catalina Association of
New England (CANE)
www.allcatalinane.org/
December, 9th we
held our annual holiday
luncheon at the Inn at
Bay Pointe (Quincy, MA)
featuring the traditional
and whimsical Yankee Swap.
The holiday party started with a brief
business meeting where we elected a new commodore and vice commodore while returning
the membership chairman, co-treasurers and
webmaster for the 2013 season.
After the business meeting, the social hour
began and continued through the luncheon.
When lunch was mostly over the Yankee swap
started with a variety of nice gifts and a few
jokers intermixed. As always in this event, it’s
comical to see what gets passed around and
who ends up with the “joker”.
CANG group gathers for holiday party
SPRING 2013
CANE members listen intently during the
planning meeting at Fishbone
Larry Hoffman received the “We’re SKROOD”
award
Again the insidious SCHROOD Award
was presented to the sailor who has turned an
ordeal into an adventure, that is, they lived to
tell the tale.
The ordeal started when Larry and
first mate Sharon, on board Great Escape
returning from New Bedford, encountered a
storm in Buzzard’s Bay with head winds of
25+ knots. With broaching seas of 3-4 feet
Larry decided better to be safe and started the
engine. Well that didn’t happen as the ignition
switch came out in his hand. The only choice
was to continue to sail back to Marion (Sippican Harbor). Once in the harbor he managed to get the engine started; Okay ordeal
over, WRONG!
While getting the engine started Great
Escape became entangled in a mooring line.
Okay, ordeal over. Now for the adventure…
Larry called the harbormaster and was
referred to a diver who untangled the mooring
line and emptied Larry’s wallet. Now every
time the story is told the seas are bigger, the
wind greater and the cost more expensive;
that’s what makes it an adventure and a lovely
day on Buzzard’s Bay.
We can’t wait for next year’s winner.
In November, during the annual planning
meeting at Fishbones in the charming Marina
Bay (Quincy, MA), the club created a tentative
agenda of Tech-Sessions and social gatherings
as well as tentative dates for the summer 2013
cruise and rendezvous.
• January Tech-Session:
First Aid for
Sailors at West Marine in Braintree, MA.
• February 16 through the 24th: the New
England Boat show (Boston, MA). CANE
has booth space courtesy of Eastern
Yachts Sales (Hingham, MA).
• March Tech-Sessions: Sail Trim
• April’s Tech-Session: Gelcoat restoration
and fiberglass repair
• Also there’s rumor of a small “early
launch party” at Fiddlers Cove Marina on
the 1st.
17
IACA
UP TO $300
CASH BACK
$
Simply purchase select Andersen
Winches between April 1st 2013
& May 31st 2013 to qualify.
For full details go to andersenwinches.com/rebate
© 2008 Spirit Yachts
All Rights Reserved
• May: We’ll take a break from the TechSessions and get together for the annual
Brunch on the Water at the Mill Warf
(Situate, MA) as boating preparations get
seriously underway.
• June Sea Trials: Portuguese Festival ,
Provincetown rendezvous
• July 27th – August 11: Summer Cruise,
exploring the coast of Maine
• September: North and South of the canal
rendezvous
• October: Roundtable discussion on the
past year’s trials and tribulations
At the meeting the membership voted to
proclaim previous commodore and longtime
members ScottMacKinlay and Mark Schmidt
as Honorary members.
For one of the best deals in sailing come
join CANE; we’d love to have you onboard
our next cruise or Tech-Session. Contact
Larry Hoffman at l-hoffman@comcast.net
and visit us at http://www.allcatalinane.org/.
Southeast
All Catalina
Rendezvous
Inaugural Event!
June 14-16, 2013
Fernandina Harbor Marina, Fernandina Beach, FL
Register online at www.catalinayachts.com and click on events!
In sailing you earn trust through
experience and performance.
For the past 45 years, Andersen
has built a reputation of trust
by creating reliable winches
with the distinctive, highly
polished stainless steel drums.
Remarkably lightweight,
Andersen’s unique Vertical Power
Rib© drum provides superior grip
while reducing vertical friction to
minimize wear and overrides.
If you want better sailing,
choose the best winches.
ANDERSEN Winches are now proudly
distributed in the USA by Ronstan
Weekend includes:
• Friday night welcome reception
• Saturday morning breakfast
• Saturday morning seminars
• Saturday afternoon – on your own
- Catch the waves at the beach
- Visit local stores and restaurants in adjacent
downtown Fernandina
- Tour participating boats and see various
Catalina models and modifications
• Saturday evening – dinner and door prizes
Sign up today if you’re interested in a fun-filled weekend of food,
spirits, games, seminars, boat tours, incredible prizes, relaxation,
laughter, meeting friends old and new –
10% off slip fees at Fernandina Harbor Marina
(visit http://fhmarina.com/ or call 904-491-2090)
Hotel accommodations at Hampton Inn (across street from marina –
http://www.hamptoninnameliaisland.com/ or call 904-491-4911)
Organized by Catalina Yachts and the
Catalina Owners Rendezvous Committee
(from the Golden Isles Sailing Club,
Amelia Island Yacht Club, and St. Augustine Yacht Club).
For more information, contact Catalina Yachts
at 818.884.7700 or email catalinarendezvous@gmail.com
W www.ronstan.us | E office@ronstan.us
T +1 (401)-293-0539 |
18
CATALINA
470
IACA
IACA
Association News
N E W S , S T O R I E S A N D A N N O U N C E M E N T S S P E C I F I C T O Y O U R C ATA L I N A
Catalina 470 National Association www.catalina470.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C470 Association Editor. • DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address: Catalina 470 National Association c/o PO Box 9840,
Fayetteville, AZ 72703 • Annual Dues: $25.00 (US Funds) • Join or Renew form on page 48.
Commodore: Bill Martinelli, (650) 504-5304, Bill@martinellistudios.com
Vice Commodore: Bob Jones, (408) 421-5665 cell, robertmeadejones.com
Association Editor: Julie Olson, (650) 504-5304, voyagerC470@yahoo.com
Home Port
Bill Martinelli, Commodore
The last time you heard from us we were
in the states, we are now back in La Paz. Once
we got back down here we re-commissioned
the boat. (We left Voyager in the water during
our two months back in the U.S.; our other
option was to put her “on the hard” at one
of several local boatyards.) Re-commissioning
consists of putting the dodger, bimini and
genoa back on. Placing the life raft back in its
cradle, getting all the things we stored below
deck back on deck. Once
this was done we could
finally relax.
A few days later we
had to decide if we needed
to store everything below
and strip all the canvas
once again. This was due
to reports of Hurricane
Norman rolling in from the south and taking
a northeasterly direction heading towards the
Sea of Cortez. I decided I really didn’t want to
go through all that effort again so decided to
wait and closely watch the weather reports out
of the National Hurricane Center. The storm
did go up the Sea toward Guaymas which is
quite a bit north of us, but since we were in
La Paz we were protected by the mountains
to the east of us. All we had was two days of
heavy rain and very little wind.
Once the weather cleared we provisioned
the boat, reserved our slip for our return in
six weeks, collected our umbilical cords and
left Marina Palmira. Destination – north into
the Sea of Cortez, buddy boating with some
friends.
Knowledge here is king! Having spent the
better part of two years in the Sea we have
acquired a fair bit of it. Some of things you
find important are where can you get rid of
garbage. You can’t on any of the islands,
or even in a number of villages on the Baja.
There are a few national parks along Baja that
have garbage cans; we now know where those
are. Also we know which anchorages have
Wi-Fi internet and/or cell phone coverage,
which are few and far between. It’s important
SPRING 2013
Treasurer: Mike Davis, ayewash@jerodisys.com
Technical Editor: Joe Rocchio, jjr@onward.ws
to know which villages or anchorages have
tiendas (small stores) where we can get provisions, hopefully fresh produce, and lastly fuel.
North of La Paz there are only three fuel
docks along the entire east coast of the Baja
peninsula. The middle one is about 250 miles
north of La Paz, then for the next 250 or so
miles (until the northernmost fuel dock at San
Felipe where they have up to 22.5 feet tidal
changes) you have to have to dinghy ashore
with your jerry jugs, perhaps walk a mile or
hitchhike to the nearest Pemex station (such
as in Bahia de Los Angeles village), then
muscle your fuel back to the boat. (If you’re
in the thought process of going cruising, we
and moored or anchored out. A commercial
shrimper we had bought shrimp from a few
days before also came in and anchored with
the rest of us. We spent two days with heavy
rains; one of those days we had winds that
topped out around 45 knots. Ducked another
bullet!
The rains washed out Mexico’s Highway
1 in numerous places. Highway 1 is the only
road going for the nearly thousand miles
down Baja from the California border all the
way to Cabo San Lucas. But it was quickly
repaired and only closed for a little over a day.
I mentioned earlier that Escondido was
one of our fuel stops. On our way north to
North of La Paz there are only three fuel docks
along the entire east coast of the Baja peninsula.
are extremely happy we swapped out one of
our water tanks for an extra fuel tank.)
On this fall’s outing we decided to only go
as far north Puerto Escondido/Loreto, about
125 miles north of La Paz. Escondido has a
fuel dock, a small marina for about 16-20
boats (usually full with motor yachts), a restaurant and a very nice tienda. Pedro is the
owner of the restaurant and tienda. He gets
deliveries from both La Paz and Cabo San
Lucas so he can stock items Gringo cruisers
covet: English muffins, Italian sausage, sushimaking condiments, hard cheeses like sharp
cheddar and parmesan. He also has installed
booster antennas for internet and cell phone
coverage. While Puerto Escondido has internet
it does not have cell service, but Pedro does
and provides within the restaurant somehow.
Very progressive guy!
While we were in Pto. Escondido, Hurricane Paul decided to come take a rare path
and head north along the Pacific Baja coast
and was predicted to cross into the Sea of
Cortez just north of us. So, boats anywhere
in the vicinity came into Escondido (it is considered a hurricane hole as it is almost totally
enclosed by land) and took refuge. All the big
sport fishing boats were taken off the docks
there we heard on the morning radio net that
the fuel dock was closed down for weeks for
installation of new pumps. Bummer! Well, we
got lucky and they reopened while we were
there so we didn’t have to find a vehicle and
make numerous trips with our two jerry jugs
- to the Pemex station eight miles up the road.
Gotta have that fuel!
Congratulations to San Francisco sister
ship, and fellow Baja Ha-ha 2010 Alumni
Lori and Tom on C470 #145 Camelot, for
reaching the Caribbean sea via the Panama
Canal.
C470 Trader’s Corner
Do you have any C470 items you want to sell
or buy? We are keeping a list on the C470
Web Site. Log on to www.Catalina470.org
and click the for sale button.
C470 Burgees Are Now
Available
Contact Mike Davis at ayewash@jerodisys.com.
The cost is $35.00 each which includes
shipping and tax.
19
CATALINA MORGAN 440
Catalina Morgan 440 National Association
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your CM440 Association Editor. • DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address. New memberships should be sent to: CM440 Association
c/o PO Box 9840, Fayetteville, AZ 72703 • Annual Dues: $35.00 (US Funds) • Join or Renew form on page 48.
Commodore: Hans Petermann, (858) 922-6311, offtomexico@hotmail.com
Catalina Mainsheet Association Editor: Lorell Alexander, (214) 280-4449, lorellalexander@gmail.com
Secretary/Treasurer: Steve Cooper
Technical Editor: Mike Simpson, mike@3-sheets.com
Camaraderie
of the Sea
Hans Petermann, Commodore
It sure feels good to be out cruising again.
The wind, waves, sun and sea life are a nice
change from the trappings of living in the city.
Vamonos just feels at home being out at sea,
and on the move again.
Not only am I renewed by Mother Nature,
but also by the generosity
of those who we meet
along the way. The Camaraderie of the Sea seems to
be a special bond where
those you meet become
instant friends who are
willing to do just about
anything to help if needed.
Not just other sailors and cruisers, but also
the locals at the anchorages. Here in Mexico,
we are always welcomed with hands wide
open with offers of help, and “what do you
need”? Sometimes the offers are so strong
that we have to accept, just to keep these kind
souls from being offended if we do not.
The Camaraderie of the Sea constantly
renews my faith in human kindness and generosity; something that can sometimes be
lacking when living the urban life. So take to
the sea my friends, its generosity will warm
your soul.
Start Them Early
Steve Cooper, Secretary/Treasurer
Each year I read discouraging reports
that sailing is starting to become a sport/leisure activity whose participating numbers
are rapidly decreasing.
Throughout our cruising
travels in the Great Lakes,
my wife, Margie and I
have seen more and more
cruisers starting their children and grandchildren in
their early years to be part
of their crew, and they
I cannot think of a better
way to encourage family
participation, fun, and
togetherness.
20
have encouraged them to share sailing/racing/
cruising experiences as soon as they can safely
swim. Those early and fun experiences will
eventually be a basis for a decision to continuing to sail in their adult years. I cannot
think of a better way to encourage family participation, fun, and togetherness. We swim,
dinghy, fish, exercise, and eat together as a
family. Our 440s are perfect boats to have our
families aboard. We as a group of cruisers can
make a difference in the number of adults that
will continue to sail and we can help reverse
the decline in the number of future sailors by
starting them early.
Calling All Sunsets!
Lorell Alexander, Catalina Mainsheet
Association Editor
First of all, I am happy to report that in
welcoming our Catalina 445 brethren here
on our forum, we are also benefited by being
able to enjoy more sailing
adventures, as demonstrated here by Gary
Weichmann and his wife
Mindy, aboard Carpe
Diem, on their inaugural
expedition, cruising the
waters of Lake Michigan
and the North Channel.
Please join me in welcoming our newest members, and read along
to enjoy their adventure!
As for the title of this Message, I have
recently had the pleasure of admiring
the many wonderful photos that Jennifer
Simpson (aboard Three Sheets, with her
husband and our Technical Editor, Mike
Simpson) has been posting on Facebook,
and on their blog (ThreeSheetsSailing.com).
I am honored to be posting one of Jennifers’
thrilling sunset photos, taken at anchor in
Marathon, Florida.
The thought now occurs to me, that while
I may never have taken a photo with the depth
of color and drama, I certainly have my own
personal favorites over the years, aboard our
own Bonnie Lass. I imagine you all have your
personal favorites as well.
Given that not all of our members will
take to writing an article for us, I was hoping
that everyone would certainly have a sunset
photo to share, along with a few words about
where it was taken.
What do you think? If you would be
interested in sharing your own sunset photos,
I may be able to publish them here in a future
issue Mainsheet. If we are overwhelmed with
photos, (a great problem to have!), we can
additionally publish them on our 440 Association Forum website.
So, calling all sunsets, please! Attach your
jpg or gif file to an email addressed to me at
lorellalexander@gmail.com, with gratitude
for sharing your many wonderful memories
aboard.
Feature Spotlight
To Canada’s North
Channel
By Gary and Mindy Weichmann,
Catalina 445 Hull #39
We were so excited. We didn’t
sleep well the night before on board
our Catalina 445, Carpe Diem (“Seize
the Day”). The anticipation of the next
morning’s planned departure was too
much to bare. It was to be the start of a
long talked about and planned journey
to Canada’s North Channel. Both
retired, we had rented our house for
the summer to friends of friends who
were building a house. It didn’t get any
better. A little additional income for
three months and someone to mow the
lawn. But first, we had to cross Lake
Michigan. Yeowwww!! After 5 years
of sailing the safe waters of Green Bay
and Door County, we were going to
venture forth and actually be out of
sight of land. And, we were going to
do it solo...
Read the whole story on page 6 of this
issue!
CATALINA 42
Catalina 42 National Association | CATALINA 400
www.catalina42.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C42 Association Editor. • DEADLINE DATES: March 1st, June 1st, September 1st
and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address: Catalina 42 International Association C/O, PO Box 9840,
Fayetteville, Ar. 72703, 479.587.0688 • Annual Dues: $25.00 (US Funds); 2 years $45.00; 3 years $65.00 • Join or Renew form on page 48.
Commodore: Costantino (Tino) Lanza, (805) 373-9842, tinolanza@roadrunner.com
Vice Commodore: Larry Howard, llhwd@md.metrocast.net
Past Commodore and Treasurer: Ken Fischer, catalina42@mac.com
Mainsheet Association Editor: William (Bill) Wertz, (360) 298-0594,
williamwertz@hotmail.com
Secretary: Bill Brayton, (805) 822-7544, bbrayton@atra.com
Technical Editor: Gene Fuller, gefuller42@comcast.net
Webmaster: Norm Peron, (310) 372-8782, thecaptain101@gmail.com
Catalina 42 Fleet Roster:
Fleet 1 Long Beach, CA: Elayne & Bob Curley, thecurleys@sbcglobal.net
Fleet 2 Long Island Sound: Ray Kish, (203) 775-2943, ray@candlewoodmarketing.com
Fleet 3 Santa Monica Bay: Looking to start a fleet
Fleet 4 New England: Looking to start a fleet
Fleet 5 Chesapeake Bay: Organizing a new fleet! Contact Jeff Banks, jbbanks@att.net
Fleet 6 Newport Beach, CA: Wallace Cook, (714) 996-8236, captcook@juno.com
Fleet 7 Lake Erie, St. Clair, Huron: Looking to start a fleet
Fleet 9 Golden Gate, CA: Norm Trondsen, 925-324-8129 (cell)
Fleet 10 Biscayne Bay, FL: Peter Aydelotte, (305) 825-8550, windinmesails@MSN.com
Fleet 12 Puget Sound, WA: North Co-Captain, Sonia Hurt, shurt@live.com, South CoCaptain, Bill Jenks, jenks@mashell.com
Fleet 13 Southwest Florida: Sue Fuller, (941) 505-0215, suefuller@comcast.net
Fleet 14 Lake Michigan: Looking to start a fleet.
Fleet 15 Green Bay: Organizing a new fleet! Contact Gary Weichmann, gweich@execpc.com
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C400 Association Editors. Send your Technical Articles to Brian Mistrot AKA Cruisingdad, 239-849-0478; contact@pbmfirm.com • DEADLINE DATES: March 1st, June 1st, September 1st and December 1st. • MOVING? For any changes of address, questions concerning your Catalina
Mainsheet subscription or membership in the National Association contact your association, c/o PO Box 9840, Fayetteville, AR 72703 • Annual Dues: $25.00 • Join or Renew form on page 48.
Commodore: Frank Falcone, 610-519-7920 (office), frank.falcone@villanova.edu
Technical Editors: Brian Mistrot, AKA Cruisingdad, 888-347-6726, contact@pbmfirm.com,
Sailnet.com or Cruisersforum.com, Olav N. Pedersen, 713-907-3301 (cell), olavnp@gmail.com
Catalina Mainsheet Association Editors: Martha and Dan Bliss, 717-676-7635 (cell),
sailbrunelle@gmail.com
That Ever Growing
BTDL (Boat to do List)
Frank Falcone, Commodore
I’m continually amazed at the incredible
range of projects that our Catalina 400 owners
are undertaking on their vessels. Just over the
last few weeks, I’ve heard of new line handling systems for managing the traveler, new
line handling systems for furling the genoa,
new DIY hard dodgers,
innovative winch handle
extension systems, leak
detection ideas, mildew
control systems, head
leak management systems,
hatch replacement ideas,
etc. We are a creative
bunch always looking for
ways to improve our already terrific boats! As
I always tell my college students, “Continual
improvement is the path to continual success”. We, as Catalina 400 owners, seem to be
true examples of this timeless premise!
My boat, Silver Eagle (247) is ‘on the hard’
now, asleep, taking a well-earned rest. But I
find myself already missing her. She’s really not
that far away; only about a 20 minute car ride.
I visit her often to make sure that she’s ‘OK’
and also to charge my AGM batteries from
time to time; about every 2 weeks. But, while
at home, reading and thinking about sailing
and about next year’s sailing plans, I find
SPRING 2013
Secretary: Currently Vacant
Treasurer: David Cherry, 609-822-0340, cherrydt@hotmail.com
Webmaster: Rich Miller, 610-742-8825 (cell), richmiller167@gmail.com
myself wanting to ‘be aboard’ doing projects
or planning for future projects. I must admit
that reading about all that you’re all doing on
your boats has extended my future project list
to 2 long pages! That’s a great view forward, I
think – thanks!
One way for us keep our terrific vessels
in our ‘close aboard’ view and to share our
joy of sailing and boat ownership with others
is, perhaps, by having models of our boats
prominently displayed in our homes or at our
place of business.
During the 2011 Sailboat Show in Annapolis I had the pleasure of meeting with Denis
Cartier and his wife. They have a model making
business named “ABORDAGE” and they build
beautiful models of many boats, one of which
is the Catalina 400. I was really impressed with
the quality of their workmanship and with
their total dedication to quality and to that
path to continued success – continual improvement! Recently (I was not able to meet with
Denis and his wife during the 2012 Show),
Denis told me, via email, about a desk model of
our Catalina 400 that “ABORDAGE” is currently offering. This model arrives in an acrylic
display case with your boat name painted on
it. Take a look at the photographs that Denis
sent to me. I’ve included them with this article.
I would respectfully suggest that their work is
outstanding.
Feature Spotlight
75 and 25,000 nmi
Major Milestones for Sun Touched
By Richard Beckerleg
Read the story on page 8 of this issue!
21
CATALINA 400
| CATALINA 380/385/387/390
Anyway, I’m thinking about ordering one
of these models for display at home. This
way, I can visualize, in 3 dimensions, the
effects of future projects that, thanks to all
of your ideas as well as my own, are now on
my BTDL (boat to do list). Also, when others
want to talk about sailing, I can discuss the
subject with them with the model of our boat
as a teaching aid! The price, as quoted from
“ABORDAGE” for the desk model, as seen
here, is $495.00.
OK, so back to thinking about future
projects – how about a reasonable and easy
(key word here) way to replace the water
pump impeller – any ideas?
Catalina 400 Fleet Roster: ANYONE INTERESTED IN FILLING ONE OF THE VACANT POSITIONS PLEASE CONTACT OUR COMMODORE
Fleet 1, Chesapeake Bay: Currently Vacant
Fleet 2, Southern CA: Currently Vacant
Fleet 3, Long Island Sound: Currently Vacant
Fleet 4, Florida, Ted Seefeldt, 727-421-1201, CaptainTed@Tampabay.rr.com
Catalina 380/385/387/390 International Association www.catalina380.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Please send articles of general interest to Diane Revak by mail or e-mail. Pictures are welcome,
in JPEG or GIF format, please. • DEADLINE DATES: March 1st, June 1st, September 1st and December 1st. • MOVING? For any change of address, questions concerning your Mainsheet subscription
or membership in the international association please contact the Secretary/Treasurer • Annual Dues: Dues in the US are $25/1 year, $48/2 years; Outside the US, dues are $35/1 year, $68/2years (US
Funds). Join or Renew form on page 48.
Commodore: Joe Revak, Joenopain@verizon.net
Vice Commodore: Kevin Murray, Kevinmurray@sbcglobal.net
Secretary/Treasurer: Bob Bierly, BoJaBierly2@aol.com
Technical Editor Emeritus: Warren Elliott, warrenell@msn.com
Technical Editor C380, C390 Hulls: Tim Porter, Serendipity380@gmail.com
No Place Like Home
Joe Revak, Commodore
A lot has happened at the C380IA since our
last publication. Let’s start with the official welcome of our new brothers and sisters, the owners
22
Technical Editor C387 Hulls: Tom Brantigan, Tbrantigan@verizon.net
Technical Editor C385 Hulls: Chuck Couture, Clcouture@ymail.com
Webmaster: Tom Brantigan, Tbrantigan@verizon.net
Mainsheet Association Editor: Diane Revak, Dianenopain@comcast.net
The fleet captains are also officers of the association
of the new C385s. They will be joining us in this
section and the Technical section until they have
sufficient numbers and want to start their own
association. Let me say again, welcome. There is
a short biography of Chuck Couture, Five C’s,
C385 # 16 in the tech section. Chuck will be
the Technical Editor for the C385 members. I
hope to see many articles and pictures gracing
our pages soon submitted by the 385 owners for
this section and the technical pages.
There is also an article from our Secretary
Treasurer Bob Bierly, Cmon Wind, C380 #
255, concerning the state of our Association.
Bob has the toughest of all jobs in the Association and I would like to thank him for all his
and Jane’s time and efforts. If you are reading
this thank Bob, because he keeps the membership rolls up to date and accurate!
Another change you may have noticed is
in the box with our names and addresses. You
will notice only email addresses from now on.
This is an effort to save space and based on
the premise that everyone uses email. If you
would prefer addresses and phone numbers
call me and I will send you the information.
My number is 410-733-2307. Now, we have
all the bases covered. Thank you.
If you are a member of the Yahoo group
you may have seen the posting by our TechEditor Emeritus Warren Elliott that, My Bride
II, C380 # 44, is on the market! We cannot
thank Warren and Jeanne enough for all of
his hard work over the years. He has assured
us he will still be hanging around the list and
website for us.
In the past year or two we have heard from
a few of our members who have found they
just weren’t using their boats very much and
had made the difficult decision to give them
up. Mark Romanchock of Texas recently sold
C387, # 121 Grand Cru. He told me he wasn’t
sailing it much and it had become a “floating
condo.”Steve Riddle told us his boat had
become an expensive day sailor. Well, I must
admit that Diane and I have been talking about
these very same issues. For the last two years,
we have not had many overnight trips. First,
there is Ramses not being able to go down the
cabin steps, then this year
it was just too darn hot!
So I went to the Annapolis Boat Show with these
thoughts on my mind. I
figured if I was just doing
day sailing I would look
for a day sailor that I could
handle on my own. Some
were very nice, some not so finished below
deck. There was one that was gorgeous, however the price was out of sight and I could not
even stand up straight down below. I left the
boat show and instead of going home I went
to the marina and boarded Delos. I went down
below, walked around (upright!) and promptly
fell back in love again! When I got home Diane
and I talked about my experience and agreed to
make a concerted effort to find more time for
Ramses to be at camp and for us to be out on
Delos more. Like the title says, there is no place
like home!
Read “It’s Time to Go Cruising” by
C380 owner Bill Worsley on page 10
of this issue!
Status of the
Association 2012
Bob Bierly, Secretary/ Treasurer
The state of the Association is very good
considering the conditions under which we
CATALINA 380/385/387/390
operate. For most of 2012, the quarterly
membership had slowly dropped from about
235 members in 2009 to about 218 in 2012.
Those conditions under which we operate
include: the sad uncertain current economy,
the fact that Catalina Yachts has not sold
nearly as many boats as
in the pre-2008 years,
and the reality that none
of our component models
prior to November (C380,
C387, CM381, C390)
was still in production.
The GOOD news is
that in November 2012,
Catalina Yachts Inc (CYI) decided that our
Association is the proper place to “assign”
buyers of the new C385 model until such
time as there are sufficient hulls fielded that
owners want and support a separate C385
Association. We now have 9 C385 owners
as members. With twenty some hulls shipped
by CYI, there is growth expected here. Also,
according to some reports, the boat buying
outlook is improving both for new and used
boats.
Not withstanding the bleak national economic outlook and its impact on our Association membership, our potential for growth
is significant Of a total of 383 C380 hulls,
144 (37%) are owned by members. Of a current existing total of 154 C387 hulls, only 61
(39%) are owned by members. Of 27 C390
hulls, we have but 3 (13%) members. We also
have 4 CM381 owners as members, I have no
idea how many CM381 hulls were built by
Catalina Yachts but let’s guess70 (68 is the
highest hull number of one of our members).
With 212 members of about 634 non C385
hulls we have only about 30 % of the possible
candidates. To maintain and grow an active
association, our future involves reaching out
to the 70% of new owners of our component models. I encourage each member to be
a recruiter. Particularly in light of the Yahoo
forum and the “members only” technical section of Catalina380.org, a new owner will
thank you for encouraging him or her to join.
You may even find a new long term friend
and new sailing partner in the process.
The treasury of the Association is in excellent shape with assets of just over $14,000.
But, please do not be mislead by that number.
A large portion of our treasury represents prepaid memberships including Mainsheet subscriptions. At this point, about a third of our
members have paid for and are due portions
of a two year renewal.
In 2012 our income (primarily dues) was
just over $5000 while expenses were $4200
for a net gain of about $800. Despite the
United States Postal Service’s constantly rising
rates, we can and intend to maintain our current fees. The great bulk of our expenditures
are the purchase of and mailing of Mainsheet.
If any member has a question about the
treasury or membership, needs a application
for a prospective member, wants a second
copy of the Tech CD ($5 to cover cost of shipping and packaging), a national association
burgee ($20) or any other service, please email
me at bojabierly2@aol.com.
Catalina 380/385/387/390 Fleet Roster:
Fleet 1, San Francisco Bay: Kevin Murray, kevinmurray@sbcglobal.net
Fleet 2, Long Island Sound: Jim Meador, jmeadore@snet.net
Fleet 3, Lake Lanier, Georgia: Currently inactive
Fleet 4, Chesapeake Bay: Robin and Skip Wilkins, Robsunnywin1@msn.com, Skwilkins8@msn.com
Fleet 5, Lake Erie: Looking for a new Fleet Captain volunteer, http://www.catalina380fleet5.org/
Fleet 6, SE Florida: Looking for a new Fleet Captain volunteer
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23
CATALINA 38
Catalina 38 International Association www.catalina38.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C38 Commodore. DEADLINE DATES: March 1st, June 1st, September 1st and
December 1st. • MOVING? For any change of address, questions concerning your Mainsheet subscription or membership in the international association please contact the Secretary/Treasurer • Annual
Dues: $25 • Join or Renew form on page 48.
Mainsheet Association Edtitor: Chuck Finn, (518) 226-0584, charles@finn.ws
Vice Commodore: Max Soto, maxsoto@gmail.com
Secretary/Treasurer: Steve Orton, ssorton@hotmail.com
An Old Dog Can Learn
Chuck Finn, Commodore
It just seems to take a
lot to make him do so!
I love to single hand
sail my Catalina 38. There
is just something special
about being alone with
the sails up when there is
nothing on the horizon
but water. Or, when you
are doing 8 plus knots surfing waves with
a well tuned spinnaker and main. In both
instances, you get the feeling on “oneness”
with your environment that is there for that
fleeting moment and remember as something special. While the majority of my time
sailing these days is alone, it does not mean
I am a hermit! I also treasure the moments of
“togetherness” with my wife and friends on
the boat as well as those times introducing
the wonders of sailing to new sailors or when
your crew all comes together during a race!
In other words, I love to sail because it allows
me to experience those special “being there”
moments regardless of how that come.
At the same time, I need to acknowledge
that especially when I am single handing.... I
Webmaster: Anders Finn
Technical Editor: Steve Smolinske, SSmolinske@rainierrubber.com
Past Commodore: Larry Malmberg
have tended to treat risk as something I am
willing to undertake. Running a spinnaker or
being out beyond the sight of land are both
times when if something happens and you
are alone.... well let’s just say there won’t be
anyone around to pick up the pieces if/when
something goes wrong. My philosophy until
lately has been fatalistic in that if I fall overboard running forward to tend to a twisting
spinnaker.... so be it. I am a cancer survivor
and have experienced the long contemplation of the end of life you can only appreciate when you have been on that “edge” for
months, and have come to terms with it. After
all, if you have ever tried to pull yourself on
board a moving boat, you know the odds of
actually pulling it off alone.
But in the past year or so, I have experienced a trifecta of events; a “perfect storm” of
happenings that have forced me to revise my
fatalist approach.
First was being at the finish of the 2011
Chicago-Mac Race as we learned in bit and
pieces of the tragedy on Wingnuts. I have
sailed the northern course where they capsized and experienced similar storms in that
area that were downright scary. But, there is a
stark difference in being a bit scared and being
at a race finish where you are mourning rather
Sailors Night Vision Cap
24
than celebrating. For me, it was not at all difficult to see that my risk philosophy could
easily have put me in their shoes.
Second was this summer as I was following the Farallones Race with special
interest as my son, Anders was crewing one of
the boats. What a relief it was as I was glued
to the news coming off the internet regarding
a boat on the rocks to get a call from my son
saying he was ok!
And that is my perfect storm that challenged my fatalist approach. Because it really
is not about me. What I have learned is that
I am never truly alone even out there on my
boat. Yes, no one is in sight and no one is
actually there... but they are connected to me.
And, my personal decisions do affect their
lives. What I have learned after too many
years is if I am going to take risks (and I will),
I have to do so responsibly.
For me, responsibly means wearing a life
jacket and using my tether and rigging those
irritating jacklines. Making sure my strobe
has good batteries and works. And, finally
purchasing that personal EPIRB that I have
always thought a waste.
Strike three.... was personal. I got a call
the afternoon of June 1, 2012 telling me my
son Anders had been in a terrible motorcycle
accident and I had better get there as soon
as possible. Five long, hellish weeks in the
ICU with years of surgery and healing in his
future... We are so lucky that he lived, but he
won’t be the same. We all have family and
I am sure most can relate, but you cannot
imagine how terrible it is to experience this.
None of these decisions will interfere with
my pursuit of those special moments! But they
will communicate to those ones who love and
care that I am doing my best while pursuing
my dreams to look out for how my actions
affect them. No matter what happens.
So, this old dog actually was able to learn
something! Maybe next time it won’t take so
much to flip that switch!
CATALINA 36/375
Catalina 36/375 International Association www.c36ia.com
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C36/375 Association Editor. DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? For any change of address, questions concerning your Mainsheet subscription or membership in the international association please contact the Secretary/Treasurer
• Annual Dues: $30.00 Regular Member, $20.00 Supporting Member (w/o Mainsheet);Three Year Membership (including free Tech Notes CD): $90.00 Regular Member, $60.00 Supporting Member
(w/o Mainsheet) • Join or Renew form on page 48.
Commodore: Duane Ising, duane.ising@comcast.net
Vice Commodore: Sean McGuckin, sean.a.mcguckin@gmail.com
Treasurer: Bill Harvey, c36treasurer@gmail.com
Secretary/Mainsheet Association Editor: Lauren Nicholson, lauren@nicholsonmarine.com
Incoming Commodore / Membership: Laura Olsen, safetsuper@gmail.com
Technical Editor C36 Pre Mk II hulls: Steve Frost, sfrost@corpairtech.com
Technical Editor C36 Mk II hulls: Bud Street, bstreet@teksavvy.com
A Change at the Helm
Duane Ising, Commodore
This will be my last article as Commodore
of our great Association. I have been truly
honored to serve in that role for the past two
years, especially because
of the absolutely wonderful cadre of officers
that make up our Board.
When immediate past
Commodore, Chic Lasser,
convinced me to try my
hand, he said I would not
regret it, and he was right.
The time comes, however, when fresh ideas
are needed to keep our Association strong and
growing.
As I write this, we have the formalities of an official vote by the membership to
conclude, but by 1 January 2013, our new
Commodore will be Laura Olsen. Laura
had served as our Membership Officer for a
number of years, performing her duties above
all expectations, and she was an ideal candidate for the Commodore position. We all wish
her well during her watch and have complete
confidence in her ability to lead us over the
next few years.
Speaking of officers, we are always in
need of members to step up and help support
this great Association with action. Most of the
positions do not require special talent; you
just need to be willing to learn and perform
your duties, all with the help and support of
our entire group of officers. We have several
officers who need a well-earned break. Please
consider how you can help us. Simply email
any of the officers listed here in our Catalina
36/375 section if you can assist.
In my previous article, I wrote about the
second half of our nearly seven-month cruise
up the eastern seaboard to New England and
back to Florida. We returned home in midOctober, and it is with sadness that I reflect
on so many of the places that we got to see
up close during our time along the New Jersey
and New York coastlines. It is hard to believe
that so much of what was there just a short
time ago is now gone and will never be the
same. More important, of course, are the
many people who were negatively affected by
SPRING 2013
Technical Editor C375 hulls: Francois Desrochers, meteor64@yahoo.ca
Fleet Relations and Ship’s Store: Ralph Johnson, ralph@stillathrill.com
Webmaster: Alex Lynch, alex_lynch2003@yahoo.com
Factory Liaison: Phil Rojas, parojas@verizon.net
Past Commodore: Chic Lasser, classer1@rochester.rr.com
Member at Large: Tom Sokoloski, tjsoko@aol.com
Association Tool Box: John Van Vessem, c/o Geo. E. Honn Co., Inc., jvanvessem@sbcglobal.net
super-storm Sandy. By now, most will have
recovered to a great degree, but for some it
will be many years, if at all.
As I have done for most of my articles, I
close by reminding you all that life is short.
Make plans to turn your dreams into reality
before time makes them moot. Wishing you
all great health and a super sailing season
ahead!
Welcome New Board
Members!
C36/375IA is pleased
to introduce two new
Board Members. Our
new MKII Tech Editor
is Bud Street. Bud and
his wife Suzanne keep
their C36 MKII on Lake
Ontario’s east end and
spend the summer living
aboard with their two cats. Retired from an
IT career and having sailed for many years
in dinghies, OPBs (Other Peoples Boats) and
charters, the couple bought a Catalina 28 in
2006 and moved up to the 36 in 2009. Bud
learned the C36’s systems and construction by
doing a major refit of the boat with the guidance and support of the C36/C375IA and its
members. Bud hopes to continue the excellent
work done by his predecessor Larry Brandt
in adding value to the C36/375 through the
Association and its website.
Sue
Griesbach
is
the new Webmaster for
C36IA.com. Sue lives in
Southern California and
she and her husband Bob
have owned their C36
MKII for three years.
Sue grew up sailing on
C-scows in the midwest
and dreamed of owning a boat for years.
Somewhere in the last 10 years the realization
hit Sue and Bob that they would never actually own oceanfront property in California,
and the boat became a work-around for that
problem. Sue worked for Gulf/Chevron for
20 years in technical software development,
then for some Chevron spin-off companies
in software and IT. She was briefly on the
US Women’s National Cycling team “back in
the day” and is an avid cyclist, runner, and
hiker. Sue considers herself very fortunate to
be semi-retired even though the Favorite Son
is not through college yet. She now writes
and maintains websites for friends, clubs,
and small businesses (clearbirdtech.com). Her
motto is “when you stop and look around, life
is pretty amazing.” Sue replaces former Webmaster Alex Lynch, whose tireless efforts to
keep C36IA.com running smoothly has contributed to making it one of the greatest benefits of the Association.
Any member who would like to submit an
article for consideration to the C36/375 section of the Mainsheet and C36IA.com can do
so by emailing the appropriate contact: MKI
Tech Editor: Steve Frost, sfrost@corpairtech.
com. MKII Tech Editor: Bud Street, bstreet@
teksavvy.com. C375 Tech Editor: Francois
Desrochers, meteor64@yahoo.ca. C36/375
Association Editor (destination articles, short
stories and Fleet News): Lauren Nicholson,
lauren@nicholsonmarine.com.
Fleet News
At our Fall Meeting on Kent Island, Fleet
3 - Chesapeake Bay planned many of the
2013 events and hope to add more when we
meet again in April. It seems the years go
by faster each year and as we barely get our
boats launched it is time to winterize, and
then launch again. These past few seasons,
there are things that never make it to the boat,
for one reason or another. Usually, forgetfulness is to blame. I now keep a list, on my cell
phone, of course, to remind me what I need to
bring the next time we come to the boat. I just
have to remember to check the list before we
leave for the boat. It works better that way.
Fleet 3 will begin the 2013 sailing season
with our annual Wine Tasting Raft up on May
25th to kick off Memorial Day weekend and
this year we will do it as a joint event with
CCYC. The past two falls, the two groups
have celebrated Oktoberfest on the Rhode
River and this year we will enjoy the spring
together. This raft up is always well attended
and lots of fun for all as we “sample” wines
and appetizers. It’s a first cruise of the season
for many and after long winter it’s a welcome
25
CATALINA 36/375
new beginning. The raft up will be in the West
River, as always and there is ample room for
the multiple rafts that we hope to have. The
three day weekend allows for a second night
somewhere that’s a nice sail and on the way
home for at least some attendees. It’s a new
beginning as we have a whole new season
ahead of us. Hope you can join us! –Bill and
Sally Jack
If you combine a great destination with
perfect weather, terrific food and drinks and
wonderful sailing companions, what do you
get? You get the Fleet 5 - Long Island Sound
2012 Summer Cruise to Edgartown. This year,
the cruise committee put together a 14-day
cruise to Martha’s Vineyard with many funfilled stops along the way.
We began on July 8 in Stonington, CT. The
nautical ambiance of the Stonington Harbor
Yacht Club provided the perfect setting to
catch up with old friends, recall past adventures and get everyone adjusted to “cruise
mode.” After cocktails, we enjoyed a sumptuous buffet dinner followed by the cruise
preparation session; tee shirts and door prizes
were handed out, the float plan was reviewed
and navigational issues were addressed. Of
course, safety and emergency procedures were
emphasized.
Fleet 5’s Summer Cruise
Fleet 5 in New Bedford, MA
26
Monday morning, it was “weigh anchor”
and onto Block Island - a leisurely trip
through Fisher Island Sound, out through the
Watch Hill Passage and onto our first port of
call, Block Island. There we enjoyed small,
intimate pot luck suppers aboard several of
the boats – it was the perfect way to start the
cruise and for strangers or mere acquaintances
to quickly become cruising companions.
Some of the men arose early on Tuesday
to go clamming and after several hours, they
returned with buckets of the “success!” Other
cruisers rented bikes, walked into town or just
enjoyed a perfect day on the water. And most
of the fleet took full advantage of a sunset
horseback ride overlooking the beaches of
Block Island. The perfect end to the day was a
large group dinner at Dead Eye Dick’s.
Everyone arose early on Wednesday for
the 37nm trip to Cuttyhunk. We arrived at
our destination by early afternoon and took
our dinghies ashore, walked to the top of
Tower Hill, with a quick stop at the gift shop
and a trip to the dock for ice. It never gets old
– the rustic beauty of the island, the friendly
nature of the inhabitants and the view from
the top of that hill!
The evening’s festivities started with a
cocktail party aboard the Blue Heron fol-
lowed by an impromptu dinner celebration
of the clam bonanza from Block Island. Hosts
Bob and Marilynn Aymar (The Usual Suspects) served raw clams, steamed clams and
concluded with Bob’s linguini and clam sauce
– what a feast! The party lasted long into the
night as the crew debated the best passage
to Martha’s Vineyard over many rounds of
Jägermeister.
Thursday arrived bright and clear. The
currents dictated a late-morning departure and most of the fleet entered Vineyard
Sound through Quick’s Hole and onward
to Edgartown. The planned cocktail party
aboard Spirit turned into another full dinner
affair when hosts Marie Genteale and Chris
Nitzsche surprised with a splendid banquet.
Their efforts were much appreciated by one
and all.
The fleet spent Friday morning relaxing
aboard or taking in the ambience of quaint
Edgartown. In the afternoon, port host Kathy
Brown arranged for a natural history tour
of Chappaquiddick Island with its wildlife
and fauna. That evening, we all met at the
Wharf Tavern for a group dinner. When we
adjourned, many of the fleet found their way
to a nearby church for a free a cappella concert. A perfect end to a perfect day!
On Sunday it was time to start home and
the fleet departed for South Dartmouth via
the Wood’s Hole passage. The day was mixed
sun and clouds but the strong wind from the
southwest meant that we could actually sail
most of this leg – after all, we are sailboats!
Most of the fleet furled sails and motored
through the passage but Marie Genteale and
Chris Nitzsche aboard Spirit actually took the
passage under sail – and that’s how the real
sailors do it!
When we arrived at the New Bedford
Yacht Club (aka: Padanaram), our port hosts,
Len and Charlotte Berman, were waiting for
us with cocktails and hors d’oeuvres dockside – what a great surprise! The Bermans
also arranged for a wonderful dinner at the
club that evening. Those who haven’t had the
chance to experience the gracious nautical
setting of the Padanaram Yacht Club should
make a point to get there soon.
Monday was a day to take in the local
sights around New Bedford and on Tuesday,
we continued our homeward course to Newport. Newport is the polar opposite of quiet
places like Cuttyhunk - a great stop because
you simply cannot run out of things to do.
There were more cocktail parties, sights to
see, shops to visit and some of the crew rented
those electric cars to tour the town. We all
ended up at the Mooring Seafood Kitchen for
a group dinner.
After Newport, we all had to face the fact
that the cruise of 2012 was coming to an end.
After a one-night stop at Watch Hill, it was
on to our final destination. Mystic is a great
place to conclude a summer cruise and no place
CATALINA 36/375
better place to stay than the Seaport Museum
Village. Port hosts, John and MaryBeth Amante
(Benedica), made sure we were all together in
a quiet section of their marina and they coordinated the social activities. Cruisers took the
opportunity to visit the downtown or walk the
grounds of the Museum Village – and on Saturday morning, we got to witness a formal ceremony from the Coast Guard Academy on the
Seaport grounds. How did John arrange that?
Saturday night we sat down to a farewell dinner at the Latitude 41 restaurant (on
the Museum grounds) – an evening of good
drinks, good food and good friends. When
it was over, there were hugs and handshakes
and we wished each other a safe voyage. Then
it was back to homeports and begin preparations for next year. –Ed Brown
Fleet 9 - San Francisco Bay is getting
ready for spring, warm weather, and getting
out on the water with friends. We do enjoy
winter sailing in San Francisco Bay, but it’s
so much nicer when the days are warmer and
there are more daylight hours.
S/V Pleiades of Fleet 9 with no wind in San
Pablo Bay
Last November we held our Annual
Dinner Meeting at Oakland Yacht Club. With
18 members attending, representing 10 boats,
this was one of our best gatherings for the
year. After dinner we had some good discussions about activities and improvements to
the Fleet’s operation for 2013.
Last 2012 cruise to Vallejo YC, 2 Catalinas make
it an official cruise
In December we met to plan the 2013
cruising schedule and have it posted on the
fleet’s website. The usual popular destinations
are San Francisco, Angel Island, Sausalito,
Petaluma, Benicia and the delta. There is some
interest in heading to the South Bay this year
which will be a new destination for many.
We are trying to split the cruises between the
most popular that always draw a crowd and
some new destinations that members have
expressed interest in going to.
By now we will have made our annual
January cruise to Angel Island. This is consistently one of the best attended cruises. With
few visitors making day trips to the island, it
seems like we have the island to ourselves. It’s
not unusual to have 7 or 8 C36s as the only
boats in the moorings on Saturday night.
We expect to make a return cruise to Sausalito to the cooking school/dinner. This has
been a popular outing and will be our 4th
year doing this. We get to drink, socialize and
get a cooking lesson in all aspects of the evening’s dinner preparation from the chefs at the
school. There is also a pretty good meal that
goes with this event.
We have planned a trip out the Gate and
turn right to head up to Drakes Bay, or turn
left to go to Half Moon Bay. Either destination is an all day trip where we try to plan for
spring or fall when we have a better chance of
limited fog. Depending on the conditions we
may add the Farallon Islands as a waypoint.
With good conditions we can expect to see
whales, dolphins and maybe some of the great
whites the Islands are famous for.
There are some who will go to the delta
for a week or more in the summer. There are
also talks about heading south to Santa Cruz
and Monterey for an extended cruise this
summer. This would be a week long cruise in
order to enjoy the different destinations on
the way as well as to enjoy a couple of lay
days in Monterey.
Come out and spend a weekend with
us. We have a great group of people in the
fleet dedicated to safe and fun sailing. Going
together as a group we can learn from others
and help each other to be safer on the water.
For the latest information on Fleet 9, check
out our web site at www.catalina36fleet9.org.
–Chuck Herman, 2013 Fleet 9 Captain
Ships Store Specials!
The Ships Store is offering a FREE
2007 Tech CD with the purchase of a
C36 embroidered hat or a C36 burgee
while supplies last. Individual hats
are $14.50 each (including shipping).
Purchase 4 hats or more on one order
and receive a discounted price of
$12.00 per hat (including shipping).
C36 burgees are $29.00 each.
Tech CD’s are usually given with a
3-year membership/renewal. Starting
in the first quarter of 2011 we will be
shipping the
brand new
Tech CDs to
those with
a 3-year
membership/
renewal.
To order visit C36IA.com and click
on Store or contact Ralph Johnson at
Ralph@stillathrill.com
Catalina 36/375 Fleet Roster:
Fleet 1, Santa Monica Bay, CA: Ginny Lechler, (626)355-2578, ginny.lechler@gmail.com
Fleet 2, Long Beach: Mark Bierei, (310) 200-1510, mbierei@pirnie.com
Fleet 3, Chesapeake Bay: Bill and Sally Jack, (412) 719-9430, wjhomes@zoominternet.net
Fleet 4, Puget Sound: INACTIVE - Contact Ralph Johnson, Ralph@stillathrill.com
Fleet 5, Long Island Sound: Tom Lanzili, (203) 451-4348, tjl2000@optonline.net
Fleet 6, San Diego: Pat Yates, Commodore@sdcatalinaassoc.com
Fleet 7, Lake Ontario: Brett Colville, (416) 792-4352, crew@ceibaone.ca
Fleet 8, New Jersey Coast: Bill Reseter, calypso36@comcast.net
Fleet 9, San Francisco Bay: Chuck Herman, (408) 776-9673, chas_herman@yahoo.com
Fleet 10, Gold Coast (Ventura & Channel Islands): Jay Shapiro, (818) 317-3658,
jshapiro@kirkhill-ta.com
SPRING 2013
Fleet 12, Punta Gorda, Florida: INACTIVE - Contact Ralph Johnson,Ralph@stillathrill.com
Fleet 14, Low Country (S. Carolina): Hal Smith, (864) 855-4928, hal_smith@mindspring.com
Fleet 15, Lake Texoma: INACTIVE – Contact Ralph Johnson, Ralph@stillathrill.com
Fleet 16, Texas Coast: INACTIVE – Contact Ralph Johnson, Ralph@stillathrill.com
Fleet 17, The Netherlands: Ernest Scheffelaar, e.scheffelaar@marineobjects.nl, +31 (0)6
53492130 (mobile)
Fleet – Lake Huron / Cheboygan, MI area: NEW ** ORGANIZING NOW ** Contact Jenny
Weber-Fuller, (989) 858-0600, jenweber33@charter.net, or husband: Tim Fuller (989) 6146000
27
CATALINA 350
C400
our boats and will spend an
mount of money on them. But
www.catalina350.net
e go back and join the parade of
Fleetan1,article
Chesapeake
Bay
SUBMISSIONS:
Would
you
like
to
submit
for
publication
in
this
section
of
Catalina
Mainsheet?
Contact
your
C350
Association
Editor.
DEADLINE
DATES:
March
1st,
June 1st, September 1st
s up and down the docks and
Al Gleske
December 1st. • MOVING? For any
changes to address or any concerns regarding your Catalina Mainsheet subscription or membership contact the C350 Association, c/o PO Box 9840, Fayetteville
e’s always a and
heightened
level of
3425 Hidden River View Dr
AR 72703 • Annual Dues: $25 • Join or Renew form on page 48.
Annapolis, MD 21403-5025
at shows as we dream about
(410) tjr3c@verizon.net
267-6979
Commodore:
Ryan,as
(609) 744-7449,
Factory Liaison: Bill Cullen, (813) 988-1130, cullensailor@gmail.com
o near and dear
to us.TimAnd
gleskea@fsi00I.flightsafety.com
Vice
Commodore:
Dave
“Maggie”
Brown,
(703) 201-9449
Web Master: Connie Conway, (205) 541-6846, ceconway@southernco.com
the myriad of items of sale we
Armin Wachsmuth,
Past Commodore: Jeff Blank
Fleet 2,WachsmuthA@aol.com
Southern CA
e feeling thatSecretary/Treasurer:
if we just buy this
Mainsheet Association Editor: Neville
Edenborough,
nedenborough@yahoo.com
Past Commodore: Andy Sumberg - 2008, (617) 969-6665, andy@sumberg.com
Morris
Urish
m that it willTechnical
complete
ourBill
boat
Editor:
Templeton, pbtemp6816@verizon.net
Past Commodore: Greg Klocek - 2007, (908) 580-7070, Whitehook@verizon.net
3112 Mesa Verde Drive
t perfect. Of course we buy it
Burbank, CA 91504-1635
ear the process starts all over
(818) 846-8588
Mychiya@aol.com
that’s how so many people gain
ods from the boating industry.
launch or will experience significant delays
Fleet 3, Long Island Sound New Jersey coastline. Imagine a Nor’easter
t got back from the Miami
Dave Zonderman
with a Hurricane embedded inside it. That’s
as the Jersey shore rebuilds and boats are
15 Horizon Drive
al Boat Show in February. It
repaired or replaced.
what the meteorologists wound up calling
Succasunna, NJ 07876-1402
wonderful
experience,
heightTim
Ryan, Commodore
it.
They
referred
to
it
as
the
Frankenstorm,
I have not gotten a grip on the extent of
(973) 584-3981
more so by theHaul
perfectly
balmy
Sail274@aol.com
the damage to boats. We knew this was a
out was
an emergency
event this
because it hit on Halloween. Afterwards,
at usually
accompanies
year
for me, andthat
I am sure for many boat
when the true impact and devastation became
serious storm when the fishing boats from Barhad several days of perfect
apparent, they removed the jovial Halloween
negat Light came up the forked River looking
owners here on the East Coast.
nd temperatures in the mid to
It seems that a named storm was heading
monster references and simply referred to this
for the proverbial hurricane hole. While the
nties. What a perfect way to
storm surge caused significant damage, those
our way. Her name was Sandy. As, if having
thing as Superstorm Sandy. It was a thousand
ple of vacation days!
of us who were sheltered from barrier islands
a
hurricane
bearing
year
storm.
not be in the market to buy a
and the pounding surf, seemed to fair better
down on you, was not
So as I write a message that will be pubst yet, but we are always ready
than those who were more exposed to the full
bad
enough,
this
situalished
in
the
spring
issue,
my
thoughts
are
how. And we always come away
inextricably meshed with the unknown plight
force of the storm.
tion was exacerbated by
hing new and big smiles on our
of thousands of boat owners who may have
So, I am looking forward to next seasons
the fact that a Nor’easter
have become real boat show
was forming and that
suffered catastrophic losses at the close of the
launch because I am one of the lucky ones.
But my thoughts will be with those who suflast sailing season. My heart goes out to them.
the forces of both would
combine their energy, and
Launching for many this spring, will not
fered damage or loss of boat and how their
spring launch, will not be the same.
be business as usual. In fact, many will not
make a direct hit on the
Fleet Roster
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Association Getting Ready To
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28
27
CATALINA 350
Catalina 350 as a
Committee Boat
Neville Edenborough, Association Editor
The Catalina 350 is a wonderful boat,
capable of doing many things. One of the
things that the Irish Lady, our Catalina 350
(2006, Sail #413), is asked to do is serve as
the committee boat for some of the regattas at
Bluewater Bay Sailing Club.
The Bluewater Bay Sailing Club is on the
lovely waters of Choctawhatchee Bay in the
Florida Panhandle in the aptly named city of
Niceville, FL. This small club attempts to conduct at least one PHRF sailing regatta every
month of the season (February thru October).
Since I am the Fleet Captain this year the Irish
Lady has been volunteered several times as
the committee boat. This involves directing a
chase boat to set the various marks and then
anchoring on the start/finish line to conduct
the races.
The Catalina 350, while a great boat, is
really not the best choice for a committee boat.
The race committee controls the races using
horns and flags, which must be readily visible
to the competitors. The obvious location to
display the flags is the bow, as pictured. The
picture was taken on a day in which the wind
was 10 to 15 kts. and it wasn’t too bad on the
bow. However, if the wind is high, holding a
flag up in wind while the boat is pitching is
not the easiest job. In fact, in the recent Sailfest Regatta the committee members refused
to go to the bow in the 25 kt. to 30 kt. winds
and accompanying waves. We all cowered on
the stern, holding the flags above the bimini,
hoping that the competitors could see.
In that same race, setting the marks
became a significant issue. We had an inflatable dinghy with a 5 hp motor to try to do
the job, which was sadly underpowered. Bill
Gorenc was able to accomplish the mission
with considerable difficulty. He had to do it
Race Committee members Julie Barnhart and Joan McCarthy with starting flags on the Irish Lady’s bow.
alone, since we were short-handed. The most
difficult task was dragging the large inflated
tetrahedrons and anchors to the proper position, releasing them, single handed, while
driving and trying to stay in the dinghy.
Another of the chase boats duties is to
verify that the mark anchors are holding.
This has been a problem in the past. On one
race, again where the wind was over 20 kts.,
the windward mark started moving. Some of
the boats reported that the mark was moving
faster than they were, meaning that the further they went, the farther behind they were.
Not a good thing!
But, the great thing about being on the
committee boat is the excitement of being
at the start, and the beautiful views of sailboats (and other pleasures) as they jockey
for starting position. On some occasions this
jockeying has gotten very close to the Irish
Lady making us all fear for the boat and our
lives.
There are two Catalina 350s active in the
Bluewater Bay Sailing Club. Both of us have
participated in the races, not finishing in the
money, but at least competitive. The other
Catalina is Dave “Maggie” Brown’s #246,
Bat 06. I continue to envy his spinnaker and
hope someday to get one for the Lady.
Dave “Maggie” Brown in his
Catalina 350 #246, Bat 06.
Bill Gorenc coming back to the Irish Lady after
setting marks. Note the chop. It actually looks
smoother in the picture than it looked in real
life.
One of the benefits of being on the starting line is seeing the sailboats crossing the line, trying for
the best position. This photo was taken at one of the starts for the Challenge Cup Regatta between
the Fort Walton Yacht Club and Bluewater Bay Sailing Club. The beat us, again.
Fleet 1, San Francisco, CA: Mark Koehler, koehler@catalina350.net
Fleet 2, Southwest Florida: Inactive
Fleet 3, Chesapeake Bay: Inactive
SPRING 2013
Fleet 4, South Atlantic: Carl B. Beckmann, Jr. (843) 588-9230, PalmettoMoon350@aol.com
Fleet 5, NY/NJ: Stanley Reed, 732-671-9149, 2reeds@comcast.net
29
CATALINA 34/355
Catalina 34/355 International Association www.c34.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Send your articles and news to Jack Hutteball. Send technical questions and input to John Nixon.
Members may also submit material to the C34 Website, www.c34.org, for posting on the Message Board. See categories and information on the Website. • DEADLINE DATES: March 1st, June 1st,
September 1st and December 1st. • MOVING? Do not send address changes to Mainsheet. Please notify your Catalina 34 National Association Secretary • Annual Dues: One year $25, two years $45.
Join or renew by Pay-Pal on the website or form on page 48.
Commodore: Michael Shaner, 540 569-0424, michael@augustasteel.com
Vice Commodore: Lance Jones, 770 330-4010 (cell), lance1959@gmail.com
Secretary: Stu Jackson, 510-698-4250, mraquaq@aol.com
Treasurer: Ken Heyman, 847 422-3371, kenheyman@msn.com
Past Commodore: Bob Kuba, 773 327-9331, kuba3@rcn.com
Vice Commodore
Report
Lance Jones, Vice Commodore
The C355 is one of the newer additions to
the Catalina Fleet. At present, C355 Owners
are working with the C34 association until
they build up their own association. One of
the ways that we stay connected, learn and
benefit from each other is
to submit Tech, Fleet and
General articles about our
boats.
We are really excited
to be working with
another group of likeminded Catalina owners.
As I stated earlier, the
best way to take advantage of our collective
knowledge is to submit articles. I welcome
and encourage the C355 owners to do so.
We can all benefit from the knowledge you’ve
30
Chief Measurer: Ray Irvine, 408 741-1043, C34irvine1383@comcast.net
Webmaster: David Sanner, 775 588-6699, sanner@big.net
Mainsheet Association Editor: Jack Hutteball, 360 588-4242, jhutteball@comcast.net
Technical Editor: John M Nixon, 817 341-1219, jmnpe@flash.net
gained in the few short years your boats have
been around. You may have found ways to
improve your wonderful vessel that would be
good to share with others. Sending an article
with photos to the C34 Tech editor is the way
to accomplish that.
Let us know if you have formed any fleets
yet, and if so, send a fleet article or report
to the C34 Associate Editor, who will see
that it is published along with the C34 Fleet
Articles. An article highlighting a great trip or
destination in your C355 would also make a
great feature article for the Mainsheet. There
is also the opportunity to have a great cover
photo of your C355 in action. These are all
great ways of helping out and enjoying each
other. The C34 IA has a great fleet base, and
it is very productive in fostering fun, adventure and help.
In short, we welcome the C355 Owners to
the Catalina fold and look forward to hearing
some great things from y’all!
Secretary’s Report
Stu Jackson, Secretary
C34IA Membership rose 23 to 635, up
from the 600 in November 2011. This 635
includes 46 C355s, up from 20 in May 2012,
so the C34 membership has actually risen in the
past quarter. C355 membership has grown from
the original 20, although renewals still have not
been as forthcoming as the new boat memberships. I attribute that to the
fact that the C355 group
has not yet published any
material in Mainsheet, so
the skippers may not see
any value in renewing their
memberships. The C355
Google group remains
active, and they have been
working directly with Gerry Douglas to resolve
a fridge condensation issue on their boats.
Tech Notes Online Update – The TNOs
currently end at May 2010. Many thanks are
due to both Roger Blake, Last Call #1414,
and Frederick Koehlmann, Delphina #1602,
for their volunteering to update the TNOs.
With the help of our Technical Editor John
Nixon, they have prepared new files of the
original material with full color photos that
we expect to be uploaded soon onto the website, bringing us up-to-date for this premium
material for C34IA Members.
My son, Morgan, and I still have not been
successful in our goal to reach the Farallon
Islands, 25 miles out. After our June attempt,
we tried again in the middle of October, only to
be faced with “down on the deck” fog, which
precluded departure from our anchorage until
well into the early afternoon. We did have a
good ocean sail in early November and got
out six miles from the Golden Gate Bridge to
the eastern end of the shipping channel just
for another taste of good ocean sailing. We’ll
keep trying to round the Farallons.
We also participated in the yearly San
Francisco Cup races, which were rescheduled
from late September to early November (due
to the conflict with the America’s Cup, held
here in San Francisco). I also had an opportunity to be on Greg Sherwood’s C34 Imi Loa
#582, as a stake boat for the Tuesday America’s Cup practice races.
Hope you all have great plans for the next
season.
CATALINA 34/355
Fleet News
Fleet 1
Inter Club Series:
After a competitive season that saw three
boats take one or more first places and a
number of very close finishes, the final standings were Mottley (8), Queimada (12), and
Crew’s Nest (16).
Complete details can be found at: www.
jibeset.net/IC000.php?RG=T005138620
San Francisco Cup:
After being bumped from Golden Gate
Yacht Club by Oracle Racing so they could
play with their AC 45, the 2012 San Francisco Cup was rescheduled to the weekend on
November 10 in the South Bay – with the help
of South Beach Yacht Club.
Chris Owen and the Crew of Mottley, San Fancisco Cup - Racing Division Winner
Scott Lee and the Crew of Seascript, San Francisco Cup - Cruising division winner
The regatta was limited to one day – the
race division (8 boats) managed 2 races, and
the Cruising Division (4 boats) managed just
one race – all had a good amount of fun!
Throughout the day the wind was very
unstable, especially on the East (Alameda)
side of the bay, and those who were lucky (or
skilled enough) to find the patches of wind did
well – especially Amandla in the second race,
moving from last to first on the final two legs.
Final overall results, racing division: Mottley, Amandla, Queimada, first through third.
Cruising division: Seascript, Aquavite, Painkiller, first through third.
Complete details can be found at: www.
jibeset.net/C34000.php?RG=T008731032
–Ray Irvine, Crews Nest #1383
WELLS ARCH DAVITS
SoutheastAll Catalina
Rendezvous
Inaugural Event!
June 14-16, 2013
Fernandina Harbor Marina, Fernandina Beach, FL
Register online at www.catalinayachts.com and click on events!
Weekend includes:
• Friday night welcome reception
• Saturday morning breakfast
• Saturday morning seminars
• Saturday afternoon – on your own
- Catch the waves at the beach
- Visit local stores and restaurants in adjacent
downtown Fernandina
- Tour participating boats and see various
Catalina models and modifications
• Saturday evening – dinner and door prizes
Sign up today if
you’re interested in a
fun-filled weekend of
food, spirits, games,
seminars, boat tours,
incredible prizes,
relaxation, laughter,
meeting friends old
and new!
10% off slip fees at Fernandina Harbor Marina
(visit http://fhmarina.com/ or call 904-491-2090)
Hotel accommodations at Hampton Inn (across street from marina –
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For more information, contact Catalina Yachts
at 818.884.7700 or email catalinarendezvous@gmail.com
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SPRING 2013
31
CATALINA 34/355
C310
Wiser and Wiser
St. Petersburg, FL
Tom Wise, C 310 # 220, Wiser
N
EW
!
Dear Bob: Since we purchased Wiser hull
220 in January 2004, we have made several
changes that I would like to share with our
Catalina Mainsheet readers. Some of the
changes I have copied from other boats and
some are my originals.
In the cockpit I installed (1 ¾ x 7/16) unfinished teak slats on the wing seats, the storage
lockers and the base of the swim platform. The
teak on the seats and the lockers was screwed
from the bottom and the teak on the swim platform was screwed from the top and plugged.
All teak was then coated with Cetol.
Because I often sail short handed and felt
that I would never get back on the boat if I
ever fell overboard, I removed the standard
ladder and installed a four-step telescoping
drop ladder. I also matched the existing lifeline white coated wire for the stern gate with
pelican hooks to match the existing hooks.
In the cabin the standard table was much
larger than what we needed and I found it
cumbersome to store, so we cut seven inches
off each end and installed edge moldings with
holly plugs. I installed holly plugs and more
Fleet
12 Raft-up
teak
in the
galley molding to match the table.
August, a raft-up, and fall meeting in Sep______________
tember. We ended
the season
with a gathDESTINATIONS
SPOTLIGHT
ering after the Annapolis Sailboat Show and
were joined by three “out of town” Catalina
couples!
The
Pier hosts a Great
At our Fall Meeting, Dave & Janet Ewing,
New
Year’s
Eve
along
with
Warren &
Susan Cook, volunteered to host the Spring Meeting in April
By Maryellen & Manuel Farinas,
where we will plan the details for the 2013
IEMAYA, C 310 #215
season. –Ron Hill, Apache #788 I would be happy to provide more details
on any of these projects. Contact me at sailwiser@sbcglobal.net.
Fleet 12 enjoys a crab fest
Fleet 12 Chesapeake Bay: We started
out the 2012 season with a spring meeting in
March. The season evolved with a few raftups in spring and early summer. The summer,
however, was a disaster for gatherings because
of the 100+ degree heat.
After the weather cooled down, our
activities resumed with a Crab Feast in
Florida waterfront on New Year’s Eve
At we
thisstarted
time to
of plan
the the
year,
reflection
is
2010,
next
New
always
order. I personally
never had
Year’s in
celebration
at the endhave
of 2011.
so
much
boat-related
fun as Ianchored
had in 2012!
We
watched
all the sailboats
Fleet
has,cove
whatand
I believe
be,Pier
a rather
in the13
small
aroundtoThe
and promised
fol- who
unique
group ofourselves
membersthat
and the
friends
lowing
be there
too. DurALL
stepyear
up towe’d
plan and
implement
events we
ing enjoy.
2011 we
rounded
up of
a couple
will
A fine
example
this is aofrecent
friends
who “Survivor:
were as excited
as we We
event
titled,
Lake Lanier”.
were the
about
this adventure.
WeSeptember
despent
beautiful
weekend of
cided enjoying
to stay atour
thelake,
Vinoy
Renaissance
28-30
our
boats, and each
Resort
which turned out to
other
on Marina,
our 6th flotilla.
be The
a very
good
idea since
the city
time
required
to plan
this had
weekend
closed down the anchorage to deploy
was extraordinary, but the dreaming up of the
moorings and these would not be
details was fueled by cocktails, so it also was
ready until after the first of the year...
a fun time for the authors: Bruce and Kathy
Whyte
andstory
Sam on
andpage
Barbara
Mitchell. They
Read the
8 of this
issue! a unique challenge for us, and we all
created
had a ball! I confess - my boat was the last
to get in, so it was obviously a great learning
experience for me!
WELLS ARCH DAVITS
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C A T A L I N A M A I N S H41
EET
CATALINA 34/355
On November 10, we had our 6th annual
Wine-tasting and Italian dinner at the marina
clubhouse. Our fleet sommelier, Ken Krawford, once again introduced us to fantastic
wines that complemented our fabulous meal
of Lisa Penz’s salad, spaghetti and meatballs,
and a HUGE timpano. Dessert was, of course,
a fabulous tiramisu. Our Italian chefs were
Bill and Mary Ellen Gray, Rory and Mary
Robichaux, and Gail Krawford. Our clubhouse was transformed into an Italian restaurant with soft lighting and fall décor on the
tables. Many of our conversations centered
on sailing we had just done or that we looked
forward to soon. For example, a couple of
our members delivered boats to places like
Norway and Tortola! Their tales always take
center stage when we are gathered.
Then on December 8 the Grays hosted
our fleet and friends to a Christmas party at
their festively decorated home. We all brought
dishes to share and were able to sit outside on
Read our new column “Close Encounters” in this issue on page 16 featuring a story by
Jack Hutteball, C34/355 Association Editor
A Loud Splash and a Hiss
For those of us in the Pacific Northwest who sail the Salish Sea, it’s very common to
see groups of Dahl Porpoises swimming near our boats. Sometimes even playing on the
bow wave or following closely in the boat’s wake.
On occasion, we are even blessed with a close approach of one of the pods of Orca
Whales that frequent our waters. Nowadays, they are easier to spot as they are usually
being followed by several hundred people in a dozen or more high speed whale watching
boats. The whale watching boats take the thrill out of seeing these whales unexpectedly
when no one else is around...
their lovely patio enjoying the fire pit, as we
ate wonderful foods and sipped the Christmas
punch the Grays provided. We all feel incredibly fortunate to have our boats and to enjoy
this time of life with each other.
We are holding our breath that our lake
can recover from the impending drought! The
Corps has released four feet of water in the
last four weeks. We are not yet down 20 feet,
as we were during the 2009 drought, but we
seem to be headed there. We will just have to
let our memories of these delightful events
buoy our spirits as we pray for a rainy winter.
–Dorothy Toney, Scarlets Way #1614
Fleet 1, San Francisco, CA: Ray Irvine, C34irvine1383@comcast.net
Fleet 4, Stockton Lake Missouri: Open - Any Volunteers?
Fleet 5, Greater Puget Sound: Tom Clay, 360-273-7303, tomc109@aol.com
Fleet 8, Emerald Coast Florida: Mike & Jan Smith, 850 932-7346, mikejansmith@yahoo.com
Fleet 12, Chesapeake Bay: Ron Hill, 540 891 5297, ronphylhill@comcast.net
Fleet 13, Lake Lanier Georgia: Dorothy Toney, 770 393-9289, toneydot@me.com
SPRING 2013
Anyone interested in joining a C34IA Fleet, contact your nearest Fleet Captain. Anyone not near
an existing Fleet, interested in forming a new C34 or C355 Fleet or reviving a dormant Fleet,
contact Vice Commodore Lance Jones, PO Box 1296, Flowery Branch, GA 30542, 770 330-4010
(cell), lance1959@gmail.com
33
CATALINA 320
Catalina 320 International Association www.catalina320.com
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C320 Association Editor • DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? Please send your address changes to our Association. Do not notify The Mainsheet. Catalina 320 International Association c/o PO Box 9840, Fayetteville, AR 72703 •
Annual Dues: $24 • Membership Renewal on page 48.
Commodore: Sean Kaldor, 408 202-7265, spkaldor@yahoo.com
Vice Commodore: Position Open
Secretary/Treasurer: Allan Field, 410-746-6532, allan.field@verizon.net
Chief Measurer: Len Krane, (310) 476-4452, aqua5len@gmail.com
Webmaster: Jeff Hare, (603) 894-6263, catalina@thehares.com
Commodore Report
Sean Kaldor, Commodore
As we all patiently look forward toward
another spring to re-open sailing season, your
Board met on November 15th to carry forward the business of your Association.
I am pleased to report
that we have 371 members, up about 5% from
354 nine months ago.
Our ranks have been in
the 350-360 range during
these tough economic
times, so it is heartening
to see increased interest in
the Association. The Association offers many
benefits, and we are happy to see both the
toolbox loaner program and the online discussion list getting frequent use.
Webmaster: Marshall Lucas, 410-310-2871, teammt@atlanticbb.net
Mainsheet Association Editor: Rod Boer, 215-675-8286, rod.boer1@verizon.net
Technical Editor: Chris Burti, (252) 753-4214, clburti@gmail.com
Association Toolbox: Allan Field, 410-746-6532, allan.field@verizon.net
Your Treasurer Allan Field reports that
our cash balance is essentially unchanged,
at $19,460 with a net income of $887 yearto-date. Our goal is to cover the cost of providing a range of services to all Association
members, so that small surplus is in line with
that goal. Throughout the year, we tend to be
up a little or down a little based upon when
the bills hit the books.
Last February, we discussed a possible
need to change annual dues based upon
operating cost increases. After a thorough
assessment, we have decided not to make any
changes to our dues structure at this time. It
is something we will need to re-evaluate in the
future, but for now, various cost controls and
membership growth have helped us keep our
organization within budget.
On the editorial side, our Mainsheet
Editor, Rod Boer, reports that he has received
Fleet 1, San Francisco Bay: Any interest?
Fleet 2, Wisconsin: Any interest?
Fleet 3, Northern Chesapeake: Any interest?
Fleet 4, Long Island Sound: Reforming: Contact Rick Evans, (516) 767-3922, ericstillwellevans@gmail.com
Fleet 5, Seattle: Any interest?
Fleet 6, Northern Gulf of Mexico: Any interest?
Fleet 7, Austin, TX: Any interest?
Fleet 8, Coastal NC: Jim Floyd, (919) 676-5408, jim.floyd@ncsecu.org
Fleet 9, Southern Lake Michigan: New Fleet is Forming: Contact Bob Sloat, (847) 767-4507, resloat@comcast.net
nt code:
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Proud reseller of
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all the appropriate articles on time throughout
the year. Our Technical Editor, Chris Burti,
also reports that he has received a steady
flow of good technical article content. We
are always looking for more – either regular
contributions or ad hoc articles that may be
useful to the membership at large. If you have
something you’d like to offer, please contact
Rod or Chris.
Finally, I’m very pleased with the constant
level of work and commitment to the Association demonstrated by your volunteer Board.
As I write this, Allan will begin the election
process for Board positions – we look forward
to assistance from those of you interested in
filling vacant positions (Vice Commodore,
Co-Webmaster) or even taking over the helm
as Commodore. The election process follows
our By Laws, which were updated last February and are posted on the web site.
Fly the Burgee
Association burgees are available
for $22 (includes U.S. postage) or
$24 if using PayPal. Ordering details
(including International rates and
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(www.catalina320.com) or enclose an
extra $22 when you renew and we will
make assure we get one out to you.
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34
CATALINA 310
Catalina 310 International Association www.catalina310.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C310 Association Editor • DEADLINE DATES: March 1st, June 1st, September 1st
and December 1st. • MOVING? Catalina 310 International Association, c/o Mark Zabawa, Phone: 636.410.0641, mark@zabawa.net • Annual Dues: $24, All Others $28 (U. S. Funds) • Membership
Renewal on page 48.
Commodore: Kevin Quade, drkjq@apci.net
Secretary/Treasurer/Web-Master: Mark Zabawa, 636.410.0641, mark@zabawa.net
It’s Still Lonely
In The Winter
Bob James, Association Editor
It’s December and it is 40 degrees but
at least it is sunny. My Catalina 310 Winter
Dream’n is on the hard on Catawba Island,
OH, the Catalina 22
Winter Dream is on the
trailer on Washington
Island, WI, the old convertible is under its winter
tarp, the golf clubs are in
the basement and the cottage on Washington Island
is moth-balled for the
winter. The boat payment is due next week
and I just received the bill for the renewal of
the insurance on the boat.
I’m lonely and I miss my toys!
This is a depressing time of the year for
northern sailors. The boats on the hard and
most of us have limited or no accesses to them
for maintenance or upgrades or for just a
visit to maybe sit in the cabin with a beer and
remember the past or plan the future. We are
cut-off from our passion except for the automatic withdrawal from our bank account for
the monthly boat payment.
I sense that I am not the only one feeling
lonely. I have received almost no messages or
stories on last year’s sailing adventures, pictures, or boat improvement articles from our
members. We had a good year for our section of Mainsheet in 2012 with three feature
articles and some good technical tips and a
wonderful article on “what it’s all about to be
I sense that I am not the
only one feeling lonely.
I have received almost
no messages or stories
on last year’s sailing
adventures, pictures,
or boat improvement
articles from our
members.
SPRING 2013
Mainsheet Association Editor: Bob James, 614.481.6744, bob@advancedreading.com
Technical Editor: Bill Lewis, 714.960.5367, wol1@yahoo.com
a 310 sailor. Speaking of members, I recently
received notes from two other 310 owners
that they were moving lock, stock and boat
to Lake Erie before the 2013 sailing season.
Sounds to me like a summer flotilla or raft-up
in the Lake Erie Islands. I was also interested
to see in our member list a hull number 405.
I thought we were still in the 350 range but
maybe 310s are still being produced.
Note to all Captains and Admirals, we
would like to have more articles from 310
owners but that is really up to you. The more
good articles we have in our association section as well as in Bill Lewis’s technical section
the more interest we create in our 310s as one
of the best Catalina models. This ultimately
leads higher demand on the used boat market
and from a purely selfish standpoint higher
value should you decide to sell or trade-in in
the future. And, most importantly ideas and
hints on how to enjoy our Catalina 310s even
more.
Have a good winter of day dreams and
plans for the upcoming spring and summer.
Got Stories? We would love to hear from
you. Some ideas include:
Destinations and Eye Candy: a great
chance to tell us all about that great (or from
hell) destination you visited in past sailing seasons – story and pictures
KISS (or, how to keep the Admiral happy
without a lot of work or expense): how did
you improve your on-board quality of life in a
novel, simple, and inexpensive way to the rave
reviews of the Admiral
Burgees in Paradise: get a picture of
your s/v flying the 310 Association burgee
(sometimes hard to photograph but we’ll
believe you) in some exotic (or not so) port,
dockage or anchorage – send me a digital picture (as large a format as possible) along with
name, boat name and a description of the
location. Note if you don’t have a burgee you
can order one from the association website at
www.catalina310.org
It’s a What? And a what? We’ve all figured out how to get multi uses from space,
gadgets or things on our boats. What have
you done to maximize the utility of boat stuff
and space? Send me your great ideas.
Thoughts and Musings: Your thoughts
about your boat and your sailing or on life
in general. After all, for sailors “life is good”.
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35
CATALINA 30/309
Catalina 30/309 International Association www.catalina30.com
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C30 Association Editor • DEADLINE DATES: March 1st, June 1st, September 1st and
December 1st. • Chat list: http://members.sailnet.com/email_lists/ • BOAT U.S. Cooperating Group: #GA83956B • MOVING? For any change of address, questions concerning your Mainsheet
subscription or membership in the international association please contact the Secretary • Annual Dues: One Year 50 U.S. states $25, elsewhere $30; Two Year 50 U.S. states $45, elsewhere $55; One
Year Membership NO Mainsheet Anywhere $15 • Membership Renewal on page 48.
Commodore: Rick Caselli, caselli2@cox.net, 949.458.6554
Vice Commodore: Jack Gray, graymatteri@comcast.net, 248.656.0947
Secretary: Richard Gunnell, Fantsy1836@tampabay.rr.com, 863.688.0796
Treasurer: Max Munger, maxmunger@verizon.net, 410.326.9024
Sailing Stories
and Navigational
Adventures
By Matt Bombery, Class Measurer
One thing that happens if you sail a lot is
that you accumulate stories. It’s pretty hard
not too. And the best stories tend to fall into
a category of near misses, barely avoiding an
accident. In my 30+ years of sailing, mostly
on Lake Michigan, I have accumulated a few
good ones, many having to do with navigational close calls. Usually they happened when
I was trying to get across Lake Michigan, a
68nm trip where I sail.
Here are a few of those stories, hopefully
someone out there can benefit.
Way back, before electronics worked
very well or they were cheap enough for me
to consider, I used dead reckoning and radio
Chief Measurer: Matt Bombery, mfbombery@comcast.net, 734-929-0629
Association Editor / Tech Editor / Webmaster: Max Munger
Membership Services: nanosecla@yahoo.com, IC30/309A, PO Box 9840, Fayetteville AR
72703, 479-587-0688
direction finders (RDF). One Lake crossing,
trying to get from Muskegon, Michigan to
Milwaukee, Wisconsin didn’t work well.
Having an engineering background I thought
I was pretty good with numbers and could
pull it off. Not so on that day. Part of our
crossing occurred at night and the nice thing is
you can see the soft glow of city lights on the
horizon fairly clearly. On that trip it was pretty
apparent my faulty dead reckoning was taking
me to Racine, the small glow on the horizon
to the left of the large Milwaukee glow I was
hoping to get to. It was an easy decision to toss
out my dead reckoning plots and swallow my
engineering pride.
Years later on a return trip, in a race from
Wisconsin to Grand Haven Michigan, double
thick fog showed up and lo and behold the
race committee had trouble putting the finish
line where they said they would. I wouldn’t
have known though, still no electronics for
me at that point, I only heard about it from
other boats later. The only thing I could do at
the time was sail to the lighthouse fog horn
then reverse my direction to follow the trail
of boats that had already finished the race to
finally find the finish line. That move added an
extra mile or two to our race. We didn’t finish
very well as you probably guessed.
Lesson #2: get some good electronics.
Lesson #1: pay attention to all the clues.
Racine, by the way will be the site for the
2013 C30 nationals. I know how to get there
by boat, all I need to do is try to get to Milwaukee using dead reckoning.
I pulled out my RDF for the trip back
to my home port that same race, had to get
10 miles north. Still foggy but I was glad to
locate the Morse code signal from a nearby
radio beacon and plot a course to it. I forgot
2013
Regatta Notice
The Racine Wisconsin Yacht Club
has stepped forward to host the
2013 IC30/309 National Championship Regatta. It will be held August
9-10-11 along the western shore of
Lake Michigan. This is a new venue.
Make plans to get your boat ready
and come join us! Check the website
for more info in the spring.
36
CATALINA 30/309
radio stations are built on shore. I blame the
lack of sleep we got during that overnight race
for that oversight. Half way home, I woke up
really fast as I grabbed a glimpse of a huge
sand dune coming out of the fog that we were
about to run into. One crash tack kept us out
of trouble that day.
Lesson #3: think carefully about what you
select for your navigational waypoint.
Later I ended up crewing in a race on a
large boat that actually had a Loran. The crew
was pretty green on that race and being the
engineer I got nominated as navigator. I dutifully plotted a waypoint using the Port Washington Wisconsin lighthouse and coordinates
right out of the light list book, so I couldn’t
get it wrong. We got hit with a horrendous
storm in the middle of the Lake. It shredded
the mainsail. Luckily the boat was big enough
to have a second mainsail, not many do. After
the storm cleared it was double thick fog
again. The finish line was between the harbor
pier heads in Wisconsin. I ended up yelling the
distance to go to a crew member on the front
end. He couldn’t see anything and I am pretty
sure the skipper thought I was incompetent.
No fog horn that day, the storm knocked out
power on shore.
I still remember starring at the Loran and
yelling the distance to go to the man on the
bow, “¼ mile, 1/8 mile, 1/16 mile, 1 boat
Newport to Ensenada – Bon Vivan brings home the hardware.
length, ½ boat length….”, then I heard a loud
“TURN LEFT” from the bow. We just missed
hitting the north lighthouse, which, by the
way was the waypoint I entered. Boy those
electronics were good.
Lesson #4: go back and revisit lesson #3.
In retrospect a way better waypoint would
have been the middle of the channel, not the
lighthouse itself. Worse thing about that trip
was that I could have used a beer when we
finally finished, but all the bars were closed
due to the power outage on shore the storm
had caused. Some said they saw tornados on
land that day.
When I finally got a GPS for my boat I
ended up doing the Lake Michigan crossing
in cruising mode. I left the Muskegon harbor
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37
CATALINA 30/309
and put in a waypoint for the MIDDLE of
the Milwaukee channel entrance. Another
hazy, foggy day, but not much going on in
the middle of the lake during the day in the
middle of the week, a motor boat ride with
auto helm engaged. In the middle, I heard
the fog horn of a freighter who probably
saw me on his radar. I had my reflector up.
Then I saw another sailboat coming out of the
haze heading straight at me, smack dab in the
middle of the Lake. I saw him first and turned
off the auto helm to divert and we passed
within a few boat lengths of each other. I later
heard him call the freighter on the radio and
ask what the freighter’s radar was showing.
The answer was “it’s just you and me and
another little boat out here”. And the two of
us little boats almost collided. In retrospect,
electronics are too good. I leave Muskegon
with a Milwaukee waypoint and an auto helm
on in calm conditions. The other boat leaves
Milwaukee with a Muskegon waypoint. If we
both follow the plotted course too well we hit
each other head on.
Lesson #5; plot an offset course to your
destination.
Look at the charts… freighters have lanes
that are offset, follow that pattern.
My last story involves our C30 class commodore, Rick Caselli. Being the class measurer,
I have come to know Rick well and accepted
an invitation to join him in a race from Newport Beach Calif to Ensenada, Mexico (N2E).
I have done it twice now. Pretty hard for a
Midwestern sailor to turn down a sailing trip
on the Pacific Ocean. We and Bon Vivant did
win that race this year.
The interesting part has to do with the
delivery back to the US from Mexico. Rick
has done the race like 29 times now, it’s his
home turf. He had this little hand held GPS no
one else really knew how to use so we trusted
him. Turns out he transposed some numbers
when he plugged in the waypoint to San
Diego, a mandatory US customs stop. I was
driving in the middle of the night while the
rest of the crew was asleep and as the shore
lights got fainter and fainter I made a comment to myself that it’s starting to get hazy/
foggy again. I was following a course to his
GPS waypoint religiously but by the time we
figured out it was not where we wanted to go.
We were 15 miles closer to Hawaii than we
wanted to be. We were out of cell phone range
so he couldn’t check in with his wife, she was
worried. Luckily we still had enough fuel
to make it to San Diego. Lesson #6: always
double check the input numbers your navigator entered into the electronics, no matter
who they are.
There is one pretty funky thing that happened on that trip. We are 15 miles out to sea
and this little bird circles the boat, lands on it
and is totally out of breath. We feed him seeds
off our sesame seed buns and other stuff and
38
Hitching a 14-3/4 mile ride
he doesn’t leave the boat until we are 1/4 mile
out of San Diego. I have had birds land on my
boat before but that bird was extremely tame
for all the time we had him on board. Check
out the photo of the bird literally standing on
top of Rick’s head at one point! I don’t believe
Rick caught any crap for that maneuver, not
from the bird anyway. He did get some ribbing from his crew.
If you don’t have a GPS by now, get one
that shows your position graphically with a
sailing chart showing water depth as a background, I cannot tell you how valuable that
has been for me over the years. You can see
your position in relation to everything around,
freighter lanes, navigational aids, etc and you
also know exactly how deep the water is
nearby. Shallow water is of special interest.
Information you get from a good GPS these
days is way better than that dead reckoning
stuff. And the nice thing about those graphical
display models is that the whole crew can see
what is going on as well.
I hope you saw the humor in some of
these adventures. They are funny because the
outcomes were not all that bad. Every once in
a while though, the outcome is horrible and
a fatality happens. Thankfully it’s a rarity in
our sport. It’s not funny when someone you
know personally goes out to sea and doesn’t
come back. I personally know two sailors
who didn’t come back.
Let’s all be careful out there. You’ll know
that’s a line out of the old Hill Street Blues
TV show if you are as old as I am. For you
younger sailors, pay attention to all the navigational issues and double check everything.
CATALINA 30/309
Bent Rudder
By Dave Barker (Pleidas), Witchita, Kansas
I am the proud owner of Pleidas, a Catalina 30 MKI which I sail on Eldorado Lake…
about 50 miles east of Cheney. Recently my
boat hit a log while sailing which bent my
original rudder and caused the rod that connects my rudder to the boat’s “Don Allen”
steering system to bend and then break. The
rudder then went hard over to port and the
broken steering rod jammed into the bulkhead which separates the quarterberth from
the port lazarette.
This caused the boat to be unsteerable
with the emergency tiller head until I went
below and quickly dismantled the remaining
parts from the rudder post. Thank God I
had three experienced sailors on board to
help avoid further disaster. After the damage
was reviewed, a replacement arm was fabricated locally out of 304 stainless steel but the
rudder was bent beyond repair so I started my
quest for a replacement.
The Catalina factory still make rudders
and the boat’s first one did last a long time.
In buying from them I’d be sure of fit and
quality but seeing all the new boats with their
modern rudders had me wondering what else
is out there for my classic plastic beauty. After
nosing around online, I found a company in
Idaho that makes an updated rudder out of
high density plastic. Ruddercraft’s product
has a lifetime warranty which is nice but it
also has the highest price tag on the market.
It also seemed to me that if the blade is bullet
proof, then the shaft could bend again if I
were to hit another log or rock.
So it was around this time, that my local
Catalina dealer (Ed Webb of Action Marine)
mentioned the rudder David Santangelo
Marine Services was making out in Marina
Del Rey, California. Ed has been long time
dealer for Catalina in Kansas and ironically,
I had already heard of Dave since seemingly
every technical question posted on the Catalina 30 Facebook page was quickly and accurately answered by him.
The “new” rudder apparently debuted
at the C30 Nationals in San Diego in 2009
and contains elements of various “elliptical”
shapes. I’m told that construction is consistent to the original factory design: a stainless
shaft and a foam / fiberglass blade but the new
has the more modern shape I was looking for
and since I won’t be racing, being the same as
everybody else doesn’t matter to me.
Removing the old rudder proved to be
fairly straight-forward albeit an initially
challenging one. I used a spray called Kroil
to penetrate the threads and surfaces where
parts meet fiberglass. Once Kroil had penetrated for about half an hour, things came
apart fairly easily. I did have to use a chisel,
a hammer, and wedges to get parts to budge
from the fiberglass but, once I developed a
gap I was home free. Getting the steering
back together is just a reversal of the process
however, however if you run the chain the
wrong way around the sprocket, the steering
will work but will be backwards! With everything separated, the rudder was lowered using
a sling and the help of a friend standing below.
It probably weighs only about 80lbs.
Fleet #1 San Francisco Bay CA: www.southbeachyachtclub.org, Jim Sobolewski,
916.442.2518 (H) Sobol748@aol.com
Fleet #2 Marina Del Ray, CA: Richard Creviston 800.501.1378
Fleet #3 Long Island, NY (recently reformed) http://www.l-y-n-c-h.com/IC30F3 Thomas J. Lynch
T@L-Y-N-C-H.com (631) 384-5791
Fleet #4 Lake Erie, OH Jim Painter jpaint412@msn.com, ACA LECOA Alan Wolf 440.350.0788
wolfa@ucc.org
Fleet #6 Seattle, WA Tacoma & South Sound, WA http://home.earthlink.net/~catss, ACA
CATSS Lowell Anderson 253.922.7588 lowellanderson@qwest.net
Fleet #7 Tampa/St. Petersburg, FL (Reforming) ACA ACOATB Antony Dalton, AV8RSailor@
verizon.net W:813-891-1448 C: 813-245-1330 H: 813-854-1957
Fleet #8 Long Beach, CA http://www.cat30fleet8.com, Danny E. Coon, (562) 434-2750
mdcoon@verizon.net
Fleet #10 Galveston Bay (www.fleet10c30.com) S. Dennis Fegan, (713)861-4196 sdennisF@
aol.com
Fleet #11 Chesapeake Bay, MD www.sailccyc.org, ACA CCYC Mike Davis 571.522.6481
medavis@jerodisys.com
Fleet #12 North Atlantic (MA) www.allcatalinane.org, ACA CANE Jay Swartz 781.545.1647
jayten14@msn.com
Fleet #13 San Diego, CA www.sdcatalinaassoc.com, ACA SDCatA Ken Hubbard - kenhubbard@aol.com or Commodore@sdcatalinaassoc.com
Fleet #18 Long Island Sound (CT) www.saillisca.com/, ACA LISCA Paul Drimmer, 203-8811948, paul@distinctmarketing.com
Fleet #19 King Harbor, CA, ACA SBACA Chuck Zamites 310.372.3060 czamites@aol.com
Fleet #21 Chicago, Il www.catfleet21.org/, ACA FLEET#21 Pat Shereyk 708.645.1957
p.shereyk@attbi.com
SPRING 2013
Fleet #22 Puget Sound, WA http://www.capsfleet1.com, ACA CAPS Dick Eagle 425.885.2823
deagle@earthlink.net
Fleet #24 San Pedro, CA, ACA Fleet#24 Bill Miller jerinbill@roadrunner.com
Fleet #26 Lake Texoma, TX/OK, ACA Fleet #26 Austin, TX Steve Shepardson, 512.835.8680
Fleet #27 Barnegat Bay, NJ, ACA BBACA
Fleet #28 Lake Ontario, NY http://www.loca.ac/, ACA LOCA Arlie Anderson 905.477.3279
arlie@rogers.com
Fleet #29 Chelsea on the Hudson, NY, Sal Cerniglia 845.462.0003 salcerniglia@optonline.
net
Fleet #30 Hampton Roads, VA http://fleet30.org/index.htm, ACA HRC30 Renee May arrimar47@yahoo.com
Fleet #31 Clinton River, MI 2012 NCR Host, ACA CRCA Doug Post, 586-907-6157, drpost6290@yahoo.com
Fleet #32 Lake Lanier, GA, reforming, info c/o Robert Rose, rrose@deltaenv.com
Fleet #35 Southwest Florida, ACA ACOATB (see Fleet #7)
Fleet #36 Lake Perry, KS, Chery Dusatko 913.677.3143
Fleet #37 Vancouver Island, BC, Mike Bonnor, 250-385-4165 gm@bonnor.com
Fleet #38 West Michigan, MI http://www.lmca.com/, ACA LMCA Rod Schmidt 616.846.1361
rod@rodandjo.com
Fleet #40 Lake Pleasant, AZ, Ken Milward 602.867.0650
Fleet #42 Cheney Reservoir, KS, Gregg Greenwood, 316.722.605
Fleet #44 Santa Cruz, CA (SCYC C30 Calendar), Greg Haws 831.425.0690 clubmanager@
scyc.org
Fleet #45 Columbia, SC Newly chartered fleet! Steve Szymanski #5505 szymanskim@msn.com,
South Shore Yacht Club, Milwaukee, WI, Kevin Wilcox http://2011ic30anationalregatta.com/
39
Page 17CATALINA
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28
| CATALINA 27/270
IACA
Booth to answer questions about both
the
IACA
National
and the All Catalina
Associations.
Catalina 28 International
Association
Membership in those organizations will be
www.catalina28.net
increasing because of their efforts.
and December 1st. • MOVING? Contact Catalina 28 International Association c/o PO Box 9840, Fayetteville, AR 72703 • Annual Dues: $20, Canada & Mexico $24 (US Funds), All Others $27 (US
Both
Yachts and
Fleetboth
21 the
coBooth
to Catalina
answer questions
about
Funds) • Membership Renewal on page 48.
hosted
Saturday
PizzaAssociations.
Party at the
National
and theevening’s
All Catalina
Commodore/Association Editor: Dave Brower, 949-278-0926(H),
browerd@comcast.net
Technical
Editor: Garry
Hebert, Chezbear28@yahoo.com, (204) 774-8209
Hampton
Innin following
the show.
Frank
Membership
those organizations
will
be
Past Commodore: Marshall Lucas, teammt@atlanticbb.net
Butler
and
Sharon
Day
were
present
to
increasing because of their
efforts.
Secretary: Charles “Chip” G. Riddle III, 909-957-6081, riddle752@aol.com
Past
Commodore and Historian C 28 A: Ted Wyzewski
share
in the
fun. They
also
Both
Catalina
Yachts
andpresented
Fleet 21 two
coTreasurer/ Web Page Manager: Charles Valade, charlesvalade@gmail.com,
443-362-2292
Walt and Kathy Ahern having fun
lucky
weeklong
in
hostedwinners
Saturdaywith
evening’s
Pizzavacations
Party at the
No submissions this issue. Please contact your Hampton
Association
Editor
to submit
article
for publication in this section of Catalina Mainsheet.
Puerto
Vallarta,
Mexico.
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Madalyn
Inn
following
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SUBMISSIONS:of
Would you25th
like to submit an article for publication
in
this section of Catalina
Mainsheet?
your
C27/270
Association Editor • DEADLINE DATES: March 1st, June 1st, September
organizers
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then
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given
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1st and December 1st. • MOVING? Refer all change-of-address and subscription queries to: IC27/270A, PO Box 9840, Fayetteville AR 72703 • Annual Dues: $25, Canada/Mexico $30 (US funds), All
Roast
atout
Hammond
Harbor inyou
1998.
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all
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also
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take pictures
of certain
prove that
thank her!sailors left the windy city excited
C270:
Phil Agur, 530-677-6229, pjagur@sbcglobal.net
Commodore:
Peter Zahn,
410-431-5045,
Peter.Zahn@gmail.com
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on there!
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Visit
& click the “Join Us” link
Windy
in 2003.
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Mainsheet Association Editor: Peter Zahn, 410-431-5045, Peter.zahn@gmail.com
Mail completed form to: IC27/270A, PO Bos 9840, Fayetteville AR, 72703
TheatAhern’s
raised
six children
who
equipment
they
would
becalled
adding
to their
Roast
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1998.
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2006
would
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success.
Technical Editor C27: Judy Blumhorst, judyb@hydesailsUSA.com, 925.997.0786
have
presented
them
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eighteen
grandvessels.
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the
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our
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the water
in theirofnewly
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outings
and activities.
membership
Peter
Zahn,
Commodore
of Fleet
21.
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we allin
lost
her to
ordered boats.
Indeed an For
exciting
weekend!
but willon
beDecember
available on
website
shortly.
information,
please contact
Pat Shereyk
at
cancer
28,our
2005
and we
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Commodore,
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had
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inaearly
February
when
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to match
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in past
years,
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his eyes
what
many
us,
thought-out
preparation.
dealers
had an
impressive
display
of
the wide-ranging locations
of our
members
Lake
Michigan
Catalina
Association
myself
included,
may
take for granted:
a true
But
before
could
Catalina
ranging
from
theMichigan
to
across the Chesapeake
Bay
areawe
and
the
(LMCA) models
friends
drove
over
multi-purpose
family
boat.
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racer,
aC280
cruiser,
get back
on thewithin
water,a
thejoin
impressive
C420,
including the brand
large
number
of
scenic
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to
us
and
see
the
show.
and a day sailer. Still one of the most popular
we spent
therequires
winter with
newCatalina
C309. Exploring
boats
was
just the
weekend raft-up sailing
radius
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and
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Catalina
keelboats
ever created
and for
good
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many on-land
member
tonic thathad
we an
needed
to carry display
us through
thought-out
preparation.
dealers
impressive
of
I got an email recently from a former
events.
In January,
winter
spring
launch
time.
those
But before
we could
Catalinauntil
models
ranging
from
theFor
C280
to
member
who
wondered
whether
we
knew
members Al and Vicky
Lohman
looking
for ancillary
to
add
to
get back
on the(C-350
water,
the
impressive
C420, equipment
including the
brand
where
his
boat
had
gotten
to
–
and
we
did.
meeting
a
few
weeks
ago,
the
question
was
The membership in the 27/270 AssociaRhiannon) hostedwe
a Potluck
and
their
boats,Exploring
the numerous
vendors
spent theSupper
winter with
new C309.
the boats
was justgave
the
He
was
grateful,
he
just
wanted
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know,
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asked
–
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a
tion
has steadily drifted down to about 200.
Board Game Nightmany
at their
home.member
Several
them that
manywe
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needed to carry
us through
he
sentdollars.”
along a picture
of a 1976
raft-up
on
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year?”
– mind
you
these
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serious
In today’s realm of on-line search and chat,
members
their
skills
at
various
boat
Both
LMCA
and
Fleet
21
events. In January,
winter until spring launch time. For those
the
Chesapeake
– on
of 16
C27s!
Fleetto8
racers!
there may be little we can offer, but I believe
such
as Pictionary
Nautical
Trivia.
members
hand
at At
thethe
members
Al and and
Vicky
Lohman
(C-350
looking
forwere
ancillary
equipment
toOwners
add
that the camaraderie and common interest
Rhiannon) hosted a Potluck Supper and
their boats, the numerous vendors gave
that comes from owning this great boat is
Board Game Night at their home. Several
them many opportunities to “burn some
more than an adequate excuse to continue to
members tried their skills at various games
boat dollars.” Both LMCA and Fleet 21
foster the cause of membership. Check with
such as Pictionary and Nautical Trivia.
members were on hand at the Owners
your friends in the marina or at the club. Ask
them to join and contribute. Coming this
year: the Bayview One – Design Regatta and
CBYRA High Point; cruises on the Northern
Chesapeake and the waters of the Pacific
Northwest. Let us know your plans and we’ll
spread the word in print and on-line. Also
coming this year: a toolkit for keel bolt rehab
Fax 813-200-1385
available for loan to members. Maybe in the
Summer issue we’ll tell you where and when
to meet for that Fleet 8 cruise! Stay Warm –
Spring is coming!
Catalina 27/270 International Association Everything Old is
New Again
40
17
CATALINA 27/270
A Season Of “Firsts”
By Tom Cobin, Thalassa
At this time a year ago, I could not have
imagined that my first year owning a new (to
me) 1981 Catalina 27 would have been filled
with such thrills!
During 2011-2012 Frostbite racing in the
J/80 fleet, friends who knew I had recently
become boatless told me that a Catalina 27
on which they’d raced was for sale. It was
in my price range; had a solid sail inventory;
was equipped with racing electronics; had a
lightly-used four-stroke outboard; and was
generally in great shape. After brief discussions with the owner and a survey / sea-trial,
she was mine!
Not long after I took ownership, the characteristically warm and welcoming Catalina
27 Community in Annapolis reached out and
asked if I’d be racing. Happy merely to have
a boat with standing headroom on which to
cruise, I explained that I didn’t think I could
work out availability and crew for long-distance, overnight, or even single-day weekend
racing.
“What about Wednesday Nights?” came
the next question.
“Unfortunately,” I replied, “I’m not a
member of AYC and don’t know a member
who would commit to being regular crew.”
That’s when I got the awesome news: AYC
was going to waive the member-crew requirement for the Catalina 27 One-Design Class!
Just to be sure I had heard correctly, I
checked with Race Committee Chair Bobby
Frey the following day during the break
between Frostbite Races.
“Yes, that’s right,” confirmed Bobby.
“I haven’t put out the word officially yet,
but we’ve decided to relax the rules to help
preserve the historic Catalina 27 fleet and
encourage recruitment at the Club.”
This would be the dream of a lifetime:
to skipper my own racing sailboat in the legendary Wednesday Night Races at Annapolis
Yacht Club!
I renamed the boat Thalassa for the primordial Greek marine goddess – a name
which, literally translated, means “the sea.”
By April, I had a decent group of potential
crew members. We scheduled several weekend
practices, but weather rarely cooperated with
conditions conducive to getting out of the
Skipper Tom Cobin of Thalassa, pointing out the next mark, or the boat to beat!
slip, let alone flying the spinnaker. So when
Wednesday Night Races began at the end of
the month, we weren’t exactly “tuned-up”
with the boat nor with each other. But, hey,
I was racing my own yacht – in Annapolis!
The summer was filled with fun, on and
off the race course. There were day-long
cruises around Annapolis Harbor and into
Whitehall Bay; raft-ups in Lake Ogleton
and the creeks off the Severn River (where
Thalassa has her home port); sunset “booze
cruises” with neighbors and friends; on-board
barbecue dinners; and overnight excursions.
Regular crew members Ralph Gleason,
Stacie Miller, Corinne Smith and I delighted
in every small achievement. First, just to
get around the entire course on Wednesday
Nights; then, to actually do so before TLE. To
raise, lower, and jibe the spinnaker without
damaging it or the rest of the boat, or injuring
anyone. We kept working to improve our
crew communication and coordination; make
faster tacks; program waypoints into the GPS;
plot strategy and tactics around the course.
Consistently last across the line on
Wednesday Nights, we were much more competitive sailing PHRF non-spinnaker in Eastport Yacht Club’s Beer Can Races on Friday
nights: for a while, we were defending Second
Place – until engine trouble sidelined Thalassa
for two weeks and crew availability became
spotty.
Finally, on the last Wednesday Night
Race of the season, with new crewmate
Mike Hass and myself joined by J/80 skipper
Ramzi Bannura and local sailmaker Dave
Gross (who handled both spin trim and guy)
– we accomplished my primary objective for
the year: to “beat another boat”! At long
last, Thalassa would not appear as DFL on
the scoring sheet!
Frostbite racing with regular crew Kristin
Parsons, Seth Sill, and Mike Hass, brought
a consistent cascade of improvement. Trim
getting better. Cockpit choreography getting
smoother. Starts and course management getting smarter. Then, on the last Frostbite race
of the First Series, another major milestone:
beating perennial top-performer Slam Duck!
The first year with Thalassa has been the
thrill of a lifetime. I consider myself charmed
to be part of such a great group of sailors
and new friends in Catalina 27 Fleet 8 in
Annapolis!
Fleet 1 San Francisco, CA: INACTIVE
Fleet 3 Lake Lanier GA: INACTIVE
Fleet 4 Golden Isles, GA: Richard H. Johnston, (912) 638-6224
Fleet 8 Annapolis, MD: Curtis Sarratt, 410-279-3546, nog2@msn.com,
www.catalina27fleet8.com
Fleet 12 Southern California: Robert Horvath, (714) 446-2320, rmhorvath@raytheon.com
Fleet 13 Tulsa, OK: Norman Hyne, (918) 299-9776, nhyne@att.net
Fleet 14 Seattle, WA: Rod Sparks, (206) 290-6679, rod@nwsailor.com
Fleet 19 N. Chesapeake: Dave Tierney, (410) 925-1082, DMTierney@aol.com
www.catalina27fleet19.com
SPRING 2013
Fleet 21 Detroit: Howard Mankoff, (248) 851-3851
Fleet 51 Upper New York State: (now re-forming!), Bob Bennett, rbennet7@twcny.rr.com
Fleet 52 Clinton River: Christopher Cook, (248) 786 0974, christopher.cook@gm.com
FLEET 54 Cape Cod: INACTIVE
All Catalina Fleet 76 Oklahoma City, OK: Carl Borgfeld, boathefner@cox.net
Fleet Tahoe: Jim Hildinger, (530) 545 1090, echoview@me.com
41
CATALINA 26
Catalina 26 National Association www.members.tripod.com/capri26
and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address. Mark Shockey, 410 Brookside Drive, Springboro, OH 45066
• Annual Dues: $20.00 • Membership Renewal on page 48.
Commodore: Richard Lamb, cavelamb@earthlink.net
Vice Commodore: Art and Donna Pekarek, (636)464-4040, Coveout304@aol.com
Secretary/Treasurer: Mark Shockey, (937) 885-3848, capri26owner@aol.com
Making Your Boat
Your Own
By Mary Kinnunen, skipper, C26 #66,
Revision
Some of our fleet have completed splendid
projects that made their boat more userfriendly, such as the person on the C26 Yahoo!
discussion board who converted the icebox
lid to a wooden cutting board. While some
of Revision’s upgrades have not been so technical or ambitious, they have made the boat
ours, and as we secured the tarp for winter
it was fun to take stock of personal touches.
The “Ultra Hot” decal in the companionway was given to me by sailing buddy
Connie after our experience transporting a
Tripp 33 racer, Flash Gordon, from the top of
Lake Michigan to the bottom. With the other
half of the crew sacked out below, Connie and
I sailed, then motored, through lightening so
intense the horizontal bolts dripped like wax
through the night sky. After that we dubbed
ourselves “The Hotness” and it’s stuck. So
when she saw the decal in a Texas surf shop,
she just had to buy it.
The other decal below decks was presented to Jeff and me during a Lake Michigan
crossing aboard the S.S. Badger ferry. Some
guys were celebrating the life of their deceased
buddy JB a.k.a. Fat Bastard via a tour on their
motorcycles. They were so bittersweet and
sincere we couldn’t part with the “Fat Bastard
Mainsheet Association Editor: Jeff Eaton, (715) 369-7328, iceout@charter.net
Technical Editor: Art Harden, 937.477.5544 (m), artstree@aol.com
World Tour” sticker, which is now adhered to
the head door. It’s good FB juju, right?
Spray painted graffiti has met its match
from the knitters and crocheters in the form
of “yarn bombing.” My sister-in-law, Sharon,
is of that ilk and after we had fun looking at a
book of mostly urban Canadian yarn bombs,
she created a nice pink one for the lifeline.
People walking by sometimes stop and ask a)
what is it? followed by b) what does it mean?
as apparently it has the air of nautical significance.
The sagging Michigan Maize and Blue
boat curtains are held up by lengths of line
hanging from stick-on hooks that sometimes
lose their adhesion in a) really hot weather b)
really cold weather. The fabric was a deepdiscount bargain found in a Wisconsin crafts
shop.
When she was an art student, my sister
Sandra painted the original of the photocopied
rainbow trout that graces the bulkhead above
the diesel, along with an 8” x10” photograph
of our perennial garden at home that reminds
us of how splendid it is when someone stays
home in the summer to tend to it, rather than
go sailing. We’ve found that when youngsters
are aboard for a visit, it’s good to have art to
entertain them, such as “Can anyone find the
garden on this boat?” etc.
We were so proud of ourselves after successfully applying our boat name to the hull
on our own, after much measuring, sighting,
remeasuring, alignment, remeasuring, realign-
As she prepares her boat for its long winter nap, skipper Mary Kinnunen tends to the nicely sunbleached pink “yarn bomb” her sister-in-law Sharon crocheted for the lifeline of C26 #66 Revision.
42
The salon of a C26 gets to looking more like a
storage unit during winter, but the spirit of the
Wolverines bravely -- and tentatively -- clings
beneath the forward hatch in the form of
home-made Michigan curtains.
ment, and careful burnishing. A couple summers ago, it got smeared a bit on the port
side after a slight docking misjudgment of
the wind, river current, and planetary alignment. Upon wondering aloud if the damaged
graphic should be replaced, sailing buddy
Toast advised, “Don’t. It makes it look like
the boat’s going fast.” So it has stayed.
One of the most important decorative
touches you can make to your C26 -- or any
other boat -- is a decal for the outside: the
Coast Guard’s safety inspection decal, which
looks quite fine on your mast. Free and voluntary, our safety inspection was conducted
dockside by an auxiliary Coastie who sat in
the cockpit with clipboard in hand. With his
red Mount Gay Rum hat on, he checked off
items from PFDs to the stove to fire extinguishers and the boat passed with flying
colors. Flying colors always make a boat look
good.
As for that tarp mentioned at the start, as
the autumn skies turn from blue to gray, many
of the boats on the hard here in the Upper
Great Lakes sport custom canvas covers. A
good investment, no doubt as they can be
used year after year. For our girl, we buy a
heavy-duty hardware store tarp and rope for
less than $50, stretch it over the boom to keep
the snow from loading up the cockpit, and
it works just fine for a couple winters before
being replaced. Ah, Revision, we’ll see you
when you get splashed in May.
Here’s wishing everyone happy sailing in
2013!
CATALINA 25/250 & CAPRI 25
C25/250 & Capri 25 International Association www.catalina-capri-25s.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C25/250 & Capri 25 Association Editor • DEADLINE DATES: March 1st, June 1st,
September 1st and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify Catalina 25/250 and Capri 25 c/o PO Box 9840, Fayetteville AR 72703 • Annual Dues:
$22, All Others: $28 (US Funds) • Membership Renewal on page 48.
Commodore: Russ Johnson, commodore@catalina-capri-25s.org
Vice Commodore: John Gisondi, vicecommodore@catalina-capri-25s.org
Secretary: Open
Treasurer: Steve Auerbach, treasurer@catalina-capri-25s.org
Chief Measurer: Open
Capri 25 Measurer: Open
Commodore’s
Message
Russ Johnson, Commodore
I am pleased to announce we have three
new Mainsheet editors.
Please welcome, Brian Gleissner, David
Gonsalves, and John Schramm to the team.
Brian Gleissner is our
new Mainsheet Association Editor. He lives in
Woodbury, CT and sails a
1984 Catalina-25 (Swing
Keel, Std Rig).
David Gonsalves is
our new Catalina-250
Techincal Editor. He lives
in Duvall, WA and sails a 1997 Catalina-250
(Winged Keel, Tall Rig).
John Schramm is our new Capri-25 Technical Editor. He lives in Bear Creek Township,
PA and sails a 1982 Capri-25.
Brian, David, and John will be joining
Paul Zell, our current Catalina-25 Technical
Editor. Paul lives in Half Moon Bay, CA and
sails a 1979 Catalina-25 (Fin Keel).
On the behalf of the association, I would
also like to thank Dave Bennett. Dave has
been our Mainsheet Association Editor for
many years and he will help Brian Gleissner
during the transition. This will be the last
Mainsheet issue for Dave.
I know each of our Mainsheet editors are
eager to hear from you and they are always
looking for new articles.
Here is the contact information for each
of our editors:
Mainsheet Association Editor
Brian Gleissner,
mainsheet@catalina-capri-25s.org
Tech Editors
Paul Zell,
catalina25tech@catalina-capri-25s.org
David Gonsalves,
John Schramm,
capri25tech@catalina-capri-25s.org
SPRING 2013
Web Master: Paul Alcock, webmaster@catalina-capri-25s.org
Mainsheet Association Editor: Brian Gleissner, mainsheet@catalina-capri-25s.org
C25 Technical Editor: Paul Zell, catalina25tech@catalina-capri-25s.org
C250 Technical Editor: David Gonsalves, catalina250tech@catalina-capri-25s.org
Capri 25 Technical Editor: John Schramm, capri25tech@catalina-capri-25s.org
Telltale Editor: John Gisondi, telltale@catalina-capri-25s.org
Association Editor’s
Message
C25 Out Going
Editor Message
It has been a pleasure to serve as Mainsheet Editor for our organization, but it is
time for new blood. I certainly want to thank
all of you who have taken the time to contribute and share your adventures. Committing to paper and publication can be daunting
the first time, but all of us are glad that you
did. Personally, I have enjoyed working with
all of you. Numerous photos of places that
I may never see and that didn’t make it to
publication did, at least, come to life on my
computer and gave me a glimpse of your lives.
Brian Gleissner, your new editor, will need
your continuing support to keep us prominent
in the Magazine. Welcome him and keep him
flush with articles. Keep your cameras handy
and write a log, they will serve both as an outline for writing and a jog to refresh old memories. –David Bennett
Thank you, Dave!
We have enjoyed working with you.
– Mainsheet editorial staff,
Jim and Carol
Read our new column “View from
the Bridge” in this issue on page 11
which features C25 owner Tom Curran’s story!
Brian Gleissner, Association Editor
I am very excited to be stepping in as the
C25/250 & Capri 25 Editor replacing Dave
Bennett. My thanks go out to Dave and Russ
Johnson for the opportunity to contribute to
the Mainsheet publication. Dave, we wish
you the best and happy
sailing.
I hail from Woodbury, CT where I live
with my wife JoAnne,
and our two Keeshonds
Cisco & Charlie. I grew
up on Candlewood Lake
about 20 miles from here
where I learned to sail Sunfish & Hobies.
We have a dock on Candlewood where our
‘84 C25-SK, Knot So Fast, is moored from
May to November. We purchased her in June
of 2012 and after a few months of maintenance, minor repairs, and mooring negotiations we launched her in late August. She is
our first “Big” sailboat so every sail has been
a new experience. We got out eight times last
season. The lake has its challenges with five
narrow fingers, only two larger bay areas, a
few islands, and high surrounding hills. When
we are not sailing we enjoy, cycling, camping,
traveling, walks with the dogs, and snow
skiing.
I am looking forward to working with the
C25/250 & Capri 25 Team and the Catalina
Owners Association Members to share our
experiences with the readers.
YOU CAN GET A
FREE YEAR OF
ASSOCIATION MEMBERSHIP!
Just give us a lead that turns into a paid ad in
Mainsheet of any size and we will pay your
Association dues for one year!
Contact Jim Holder for more information at
cv.jholder@mainsheet.net or (706) 951-4282
43
CATALINA 22
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C22 Association Editor • DEADLINE DATES: March 1st, June 1st, September 1st and
December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address. • Annual Dues: Associate Member (no Mainsheet) $27.50,
Add $14 for 4 issues of Mainsheet. Contact C22 Association for other options, or visit www.catalina22.org • Membership Renewal on page 48.
Commodore: Ted McGee, 404.915.1173, commodore@catalina22.org
Rear Commodore: Kevin Williams, 817-233-6688, kwilliams6688@sbcglobal.net
Chief Measurer: Dennis Slaton, 770.534.2657, slaton27@bellsouth.net
National Cruising Captain: Pat Noonn, 215.377.5125, cruisecaptain@catalina22.org
Commodore’s
Message
Ted McGee, Commodore
As we go into 2013, we’re looking for a
MainBrace Editor to step up and fill Gene’s
shoes. Gene has done an awesome job over
the years and it will be sad to see him go. That
said, the MainBrace Editor is one of the most
important positions in the Association and we
need someone who is committed to ensuring
we continue to receive a quality publication.
I reported in the last
issue of MainBrace that
we had appointed a special committee to review
how our National Regatta
is handled. I have seen
their preliminary work
and it is clear they have
taken this job seriously.
Their work includes venue expectations as
well as how a race committee should manage
races. Final drafts should be available in the
next couple of weeks and will be made available to our membership. In addition, our
Measurer, Dennis Slaton, has actively worked
on updating the class rules to include many
rulings that somehow did not make it into the
published one design rules.
The other day I was on the phone with a
friend and he said something about the size
of the print on the web. Most of us that have
found our way into our 60s and beyond seem
to suffer the same problem with vision. Large
print is our friend. Did you know Gene and I
incorporated a little trick on the web just for
people like us? On the top of the web page
you will find a row of little icons. The boxed
“T” on the left will increase the size of the
font each time you click on it. The boxed
“square” next to it will return the font to
normal size. The smaller boxed “T” on the
right decreases the font size. There is also
a row of boxes with various colors. These
change the color of certain attributes on the
web which may make some elements easier to
see. The left most blue box returns the web to
its default color palette.
Dora and I had the privilege of going to
the National Regatta in California. We did not
get to compete but we did get to spend time
with many old friends and had the opportunity to make new friends. Dora and I are both
44
Vice Commodore: Beattie Purcell, 850-243-2290, beattiepur@aol.com
Secretary/Treasurer: Dora McGee, 770.887.9728 phone/fax, secretary@catalina22.org
MainBrace Editor: VACANT
Technical Editor - Cruising: Louis Plaisance, 225.673.1790, louisplaisance@hotmail.com
from California and it was a treat to visit some
of our old stomping grounds. The regatta was
held at Scotts Flat Lake, Nevada City. We are
very familiar with that area. My uncle had
property in the Grass Valley/Nevada City area
and my brother and I spent a lot of time swimming and rafting on the South Yuba River. It
also gave us a chance to see David Torrisi. As
Bring Me All Your Flowers Now
I would rather have a single rose
from the garden of a friend,
then have the choicest flowers
when my stay on Earth must end.
I would rather have the kindest words
which may now be said to me,
than flattered when my heart is still,
and this life has ceased to be.
I would rather have a loving smile
from the friends I know are true,
than tears shed around my casket,
when this world I’ve bade adieu!
Bring me all your flowers,
most of us know, David passed away on September 18, 2012 after a 2 ½ year battle with
a brain tumor. He served as Vice Commodore
to the association, Region 10 Commodore
and was the fleet captain of two fleets. David
competed in the 2012 National Regatta, still
showing the enthusiasm he has always had for
the sport of sailing. I cannot express any more
eloquently than Rich Fox did on the website
what David meant to the association and the
many friends he sailed with. I cannot express
any more deeply the heartbreak his crew and
fellow sailors have expressed. I came across
an old poem that was one of my
Grandmother’s favorites. She kept it on
a folded and torn piece of paper for years. It
reminds me that our friends and loved ones
may not always be around.
whether pink, or white, or red.
I’d rather have one blossom now
then a truckload when I’m dead.
- R.D. Richards
CATALINA 22
2013 Great Lakes
Cruise July 21-27 on
Lake Erie
By Mike Brackett
1. Sail the Ohio coast line from Port
Clinton to Sandusky and the South Passage
including South Bass Island, Middle Bass
Island, Kelly Island.
2. Sail the same waters as Commodore
Oliver H. Perry and the US Brig Niagara when
they crushed the British Fleet in the Battle of
Lake Erie, Sept. 1813.
3. Cruise includes a stop at the Cedar
Point Amusement Park for die-hard Roller
Coaster fans.
4. Watch www.Fleet130.org for more
details or contact Mike Bracket at Gunsmoke9150@comcast.net
2012 Gone with the
Wind Regatta
By Reid Collins
This year’s Gone with the Wind Regatta
was held the weekend of September 15-16 on
Lake Lanier, GA. Once again, it was a wellattended event with boats from Georgia, Alabama, Florida, Tennessee, Indiana, Arkansas,
and Texas. We were very excited to have Ben
Miller and Lynn Van Hooser join us from
Texas this year. Our Texan friends are a great
addition to the list of regular participants for
this regatta.
The regatta started out Friday evening
with a cookout and the Lake Lanier Sailing
Club campground and beach area. If I had to
guess I’d say there were easily probably 20 or
so in attendance that evening cooking out and
having cocktails. It will definitely be something we do again at future regattas as I think
everyone had a great time.
The forecast for racing was not exactly
stellar and, unfortunately, it pretty much
proved to be an accurate forecast for the entire
weekend. Even with the forecast, I think we
all still had a really good time overall. In any
case, racing started on Saturday and 3 races
were run in pretty light conditions. Dennis
Slaton (GA) seemed to have the formula for
the conditions and concluded the day with
a 4 point lead over Justin Chambers (GA) in
the gold fleet. The silver fleet was amazingly
tight with Don Berridge (TN) holding a slim 3
point lead over Mark Cline (AL). After racing
Saturday, everyone thoroughly enjoyed BBQ
prepared by Dennis Slaton and Greg Cash.
I think almost everyone won something in
the raffle with prizes from our great sponsors including Waters Sails, Gus Sails, Blue
Star Sails, West Marine, Teasley Rigging, and
Slaton Boatworks.
SPRING 2013
Sunday, the fleets awakened to very similar light conditions. A single race was run
before the wind completely shut off for the
duration. Justin Chambers performed his
magic in the light while Dennis struggled for
this one giving Justin the win for the Gold
fleet. Ginger Noble (AL) from Lake Weiss, AL
ended up winning the last race of the silver
fleet while the leader from Saturday, Don Berridge, had a tough go on Sunday with a 7th
place. Mark Cline, who was in 2nd place after
Saturday racing, ended up a 4th in the Sunday
race. Mark and Don ended up tied overall for
the Silver fleet, but Don won on the tiebreak
due to his excellent racing on Saturday.
In addition to our great sponsors, I’d like
to thank all of our volunteers, including David
Reddaway who has been a great PRO for the
last couple of years. Last but not least, I have
to thank our terrific fleet members. Our fleet
is a very tight bunch who are also tremendous
fun to sail against and with.
On a side note, I am sitting here watching
the Country Music Awards being held in
Nashville thinking about how much fun I
recently had attending the C22 regatta up
there a short few weeks ago. I am looking
forward to the season kicking back up in
full force in January with the Fun-N-Sun
regatta held in the warm Florida keys in
early January. Hope to see everyone soon!
Read our new column “Fleet
Development” in this issue on page 14
featuring C22 owner Mike Bracket.
C22 Fleet 130 hosts
booth at the local
Boat Show
YOU
CAN GET A
FREE YEAR
OF ASSOCIATION
MEMBERSHIP!
Just give us a lead that turns
into a paid ad in Mainsheet of
any size and we will pay your
Association dues for one year!
Contact Jim Holder for more
information at
or (706) 951-4282
45
US SAILING. We were there from the start...
Junior Sailor
Sailing Instructor
PRO
Club Racer
One Design Competitor
WWW.USSAILING.ORG
LEADERSHIP, INTEGRITY AND ADVANCEMENT FOR THE SPORT OF SAILING
and we are with you along the way.
Join Today.
This is not your ordinary piece of plastic.
With it you are provided resources and
benefits for every aspect of the sport.
From the opti sailor to the offshore
racer, your US SAILING membership
elevates your experiences.
membership.ussailing.org or call 800.877.2451
46
COLUMN
|
NEWSWORTHY
Newsworthy
Sailing Industry
Icons Gather
By Dave Ellis, President of Affinity
Marketing & Communications
On the first day of the 2012
St. Petersburg, Fla Power and Sailboat Show, an incredible gathering
of early sailing industry icons came
together at the Renaissance Vinoy
for a Golden Keels & Rudders luncheon to celebrate the achievements
that they contributed to the sailing
industry. “There was so much history
and talent at this gathering,” reported
Island Packet Yachts President Bob
Johnson. “The warm feeling between
everyone was indicative of the mutual
respect and admiration shared by
all.” The group included industry
pioneers who began their own companies decades ago, resulting in hiring
thousands of employees—some who
generated spin-off companies and
realized their own individual successes. Included in the group were: (standing,
from left) Pat Reischmann, Manta Catamarans; Ted Irwin, founder of Irwin Yachts;
Bob Johnson, founder and president of Island
Packet Yachts; Brad Lazzara, president of
Lazzara Yachts; Jopie Helsen, president of
Sailors Wharf; Gerry Hutchins, Com-Pac
Yachts; Frank Butler, founder and president of
Catalina Yachts; Larry French, French Enterprises/JSI; Charley Morgan, retired founder of
Morgan and Heritage Yachts; Gerry Douglas,
VP and chief design engineer, Catalina Yachts;
Vince Caulfield, senior sales Manager of General Ecology; Sharon Day, VP and national
sales director, Catalina Yachts; Dick Lazzara,
VP Lazzara Yachts; Rich Hutchins, Com-Pac
Yachts; Bob Vincent, president of Endeavour
Yachts; and Max Hazelwood of Welmax
Marine; (front row, left to right) Bill Bolin,
VP of sales and marketing, Island Packet
Yachts; George Day, publisher/owner, Blue
Water Sailing Magazine; Rich Mastry, president of Mastry Marine; Tom Casey, regional
ad director, Blue Water Sailing Magazine; and
Ron Frisosky, sales rep for Catalina Yachts.
Reprinted from All at Sea Southeast with
permission.
Catalina 18 International Association SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C18 Association Editor • DEADLINE DATES: March 1st, June 1st, September 1st
and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address. • Membership Renewal on page 48.
Commodore: Position Open
Secretary/ Treasurer: Eric Van Renselaar, esvanr@sbcglobal.net
Association Editor: Mark Wilson, 805-469-2460, MWilson501@gmail.com Tech Editor: Position Open
No submissions this issue. Please contact your Association Editor to submit an article for publication in this section of Catalina Mainsheet.
Coronado 15 National Association www.coronado15.org
and December 1st. • MOVING? Do not send your address changes to the Mainsheet. Please notify your Association of any change in address. Coronado 15 National Association, Sue Fishman, 547 Garden
Street, Sacramento, CA 95815 • Annual Dues: $44 • Membership Renewal on page 48.
Commodore: John Richardson, 323-422-5921, jrplatinum@gmail.com
Vice Commodore: John Richardson, (323) 640-4202, jrplatinum@gmail.com
Rear Commodore: Charles Quest, (650) 823-4572, mail@drquest.com
Secretary/Treasurer: Steve Fishman, (916) 832-8015, sfishman@saccanidist.com
Technical Editor: Paul Vance, (916) 990-1745, drpaulvance@comcast.net
Association Editor: Kiersten Vance, (916) 990-1748, kierstenvance@me.com
No submissions this issue. Please contact your Association Editor to submit an article for publication in this section of Catalina Mainsheet.
SPRING 2013
47
MAINSHEET
ADVERTISING INDEX
A.B. Marine............................................15
Ahoy Captain........................................34
The Canvas Store..................................32
CatalinaOutfitters.com........................37
Catalina Yachts.....................................11
Cruising Design, Inc..............................28
Doyle.................................................. 3, 15
Edson.....................................................C4
FX Sails..................................................33
Forespar............................................12-13
Garhauer Marine..................................C3
Genco Marine........................................28
Harken...................................................T2
Kato Marine............................................9
Mariners General Insurance................14
MarsKeel................................................36
National Sail Supply.............................40
North Sails Direct...................................1
North U..................................................23
Ocean Equipment.................................38
Prism Polish...........................................32
Ronstan..................................................18
Sail America............................................2
SailNightVisionCap.com.......................24
Sail Warehouse.....................................22
Signet Marine.......................................30
Standout Yacht Fittings.......................35
JOIN OR RENEW YOUR ASSOCIATION • ADDRESS CHANGE
Your subscription to Catalina Mainsheet is paid by your Association from your annual dues excpt where
noted. New boat owners receive a one year subscription compliments of their dealer.
Join or renew your Association membership and enjoy the many benefits, including Catalina Mainsheet.
Change of address needs to be sent to your Association below:
Catalina 470
Catalina 470 c/o
PO Box 9840
Fayetteville, AR 72703
Annual Dues: $25 (US Funds)
Catalina Morgan 440
CM440 c/o
PO Box 9840
Catalina 42
Catalina 42 c/o
PO Box 9840
Two years: $45 US
Three years: $65 US
Catalina 400
Catalina 400 c/o
PO Box 9840
Annual Dues: $25
Catalina 38
Steve Orton
Mailing Address January-April:
29651 Wilhite Ln.
Valley Center, CA. 92082
Mailing Address May-December:
10611 SE Cisco Rd.
Port Orchard, WA. 98367
Annual Dues:
Mail- $25.00; Credit Card- $26.00
Catalina 380/385/387/390
Bob Bierly
80 Thompson Court
Reedville, VA 22539
Annual Dues: $25
Two years: $48
Outside US: $35 (US funds)
Outside US two years: $68 (US funds)
Ullman Sails...........................................16
Wells Marine.........................................31
Zarcor.....................................................C2
Catalina 36/375
Laura Olsen
9033 Montainberry Circle
Frederick, MD 21702
Annual Dues: $30
Supporting Member (no Mainsheet): $20
Three Years (includes CD): $90
Catalina 350
Catalina 350 c/o
PO Box 9840
Annual Dues: $25
Catalina 34/355
Stu Jackson
557 Crestmont Dr.
Oakland, CA 94619-2319
Annual Dues: $25
Two years $45
Catalina 320
Catalina 320 c/o
PO Box 9840
Annual Dues $24
Catalina 310
Mark Zabawa
506 Winding Brook Court
Lake St. Lewis, MO 63367
Annual Dues $24
All Others $28 (U.S. Funds)
IC30A/309
IC30A c/o
PO Box 9840
Annual Dues $25 US / $30 Other
Two Years $45 US / $55 other
Associate Member/No Mainsheet $15 US
Catalina 28
Catalina 28 c/o
PO Box 9840
Annual Dues: $20
Canada/Mexico $24 (US Funds)
All others $27 (US Funds)
Catalina 27/270
International 27/270 Association
c/o PO Box 9840
ic27a@sbcglobal.net
Annual Dues: $25
Canada/Mexico $30 (US funds)
All others $30 (US funds)
Catalina 26
Mark Shockey
410 Brookside Drive
Springboro, OH 45066
Annual Dues: $20
All others $26 (US funds)
Catalina 25/250 & Capri 25
c/o PO Box 9840
Annual Dues: $22
All others: $28 (US funds)
Catalina 22
Dora McGee
3790 Post Gate Drive
Cumming, GA 30040
Associate Member/No Mainsheet Annual
Dues: $27.50
$14.00 for 4 issues of Mainsheet
Catalina 18
Erik Van Renselaar
2 Brengle Court
Petaluma, CA 94954
Coronado 15
Sue Fishman
547 Garden Street
Sacramento, CA 95815
Annual Dues: $44
Catalina Owners without
Organized Association
IACA Members
PO Box 9840
Annual Dues: $15
Make checks payable to your association.
Mail completed form with dues to address above.
Mail address change to address above, not Mainsheet.
2/13
NEW
RENEWAL
ADDRESS CHANGE
Did you purchase your boat new?_______ Month/Year__________________________________________________________________________
If No, name and address of former owner______________________________________________________________________________________
Your Name_________________________________________________ Spouse_________________________________________________________ Address_____________________________________________________________________________________________________________________ City________________________________________________________ State____________________________ Zip___________________________ Phone (______)___________________ E-mail:_______________________________________ Bus: (______)__________________________________
Former Address (if changed)__________________________________________________________________________________________________
Boat Name_____________________________ Boat Length______________________________________ Hull No. __________Sail No.__________
Keel: SW________ FX_______ W__________ Mast: tall________ STD________
Berth Location/Marina_______________________________________ City____________________________________________________________
State_______________________________________________________ Zip____________________________________________________________
48
Technical Pull-Out
Q&A FOR YOUR CATALINA THAT’S BEEN FACTORY APPROVED FOR ACCURACY
Catalina 470 National Association
C470 Association
Technical Editor
Joe Rocchio
jjr@onward.ws
Voltage surges or drops come
from similar sources: the starter, bow
thruster, windlass, electric winches, etc.
can all draw a lot of current on start up
and thus cause the voltage to drop for
devices that are connected to the same
source (battery bank).
High frequency noise transients
can come from the shore power grid,
nearby lightning strikes, power controllers in LED lights and computer power
supplies, etc. And don’t forget onboard
radios both VHF and SSB.
So it’s a noisy electric power world
out there on your boat!
What to do. The ostrich approach
doesn’t work beyond a few devices and
it still ends up costing you $$ in the end.
This I have proved!
There’s really nothing to do but to
install a dedicated power conditioner
that feeds clean, stable 12V DC to the
Each year, the array of electronic
devices that are available for use on a
modern sailboat expands greatly. Functionality increases while size, power
consumption, and cost decrease. The
result is that owners are continuously
expanding the number of devices (toys?)
aboard and in doing so; they greatly
increase the ease, safety, and downright
fun of sailing. But beware! Hazards lie
there in the deep complexities of these
electronics.
The problem stems from the fact
that the microprocessors and other
microcircuits imbedded in all that new
electronic gear do not behave well if
their power source is noisy or unstable –
and boats are very noisy environments.
While their internal power supplies can
deal with some of the noise, it would be
cost and size prohibitive to do it well
enough in each device to cover the more
severe cases. So tradeoffs are made –
and they can bite the boater later.
What are the sources of this “noise”
on our boats? There are several types:
spikes/transients; voltage surges or
drops; and high frequency RF signals.
Spikes or transients can occur when
a power source is connected or disconnected. There are many things on a boat
that produce this such as activation
(turning on and or off) a battery switch,
a battery combiner solenoid, an inverter
or charger, a bow thruster or windlass,
an engine starter, etc.
MAINSHEET
Catalina Mainsheet is published quarterly by Eagle Ltd., Jim Holder, 830 Willow Lake, Evans, GA
30809 Phone (706) 651-0587 & Fax (706) 651-0533 • cv.jholder@mainsheet.net.
For advertising information, contact Jim Holder, Eagle Ltd. For subscription information see page 48.
Technical articles are the opinion of the authors and not necessarily the advice of Catalina Yachts,
Catalina Mainsheet or the National Associations.
Managing the Noisy World in a
Modern Electronic Sailboat
MAGAZINE SUPPLEMENT
Spring 2013 • Vol. 31 • No. 1
Publisher/Editor
Jim Holder
Associate Editor
Carol VandenBerg
830 Willow Lake
Evans, GA
Phone (706) 651-0587
Fax (706) 651-0533
Technical Editor
Gerry Douglas
Designer & Engineer
Catalina Yachts
(818) 884-7700
gerard@catalinayachts.com
SPRING 2013
Direct questions and comments to your class technical editor.
Catalina 470
Joe Racchio
jjr@onward.ws
Catalina
Morgan 440
Mike Simpson
mike@3-sheets.com
Catalina 42
Gene Fuller
gefuller42@comcast.net
Catalina 400
Brian Mistrot
brian@pbmfirm.com
Olav Pederson
olavnp@gmail.com
Catalina 380/387/390
380/390
Tim Porter
serendipity380@gmail.com
387
Tom Brantigan
Tbrantigan@verizon.net
385
Chuck Couture
Clcouture@ymail.com
Catalina 38
Steve Smolinske
ssmolinske@
rainierrubber.com
Catalina 36/375
Pre MK II Hulls
Steve Frost
sfrost@
corpairtech.com
MK II Hulls
Bud Street
bstreet@teksavvy.com
C375
Francois Desrochers
Ontario, Canada
meteor64@yahoo.ca
Catalina 310
Bill Lewis
wol1@yahoo.com
Catalina 30/309
Max Munger
catalina30@
verizon.net
Catalina 28
Dick Barnes
dickbarnes@
earthlink.net
Catalina 350
Bill Templeton
pbtemp6816@verizon.net
Catalina 27/270
C27
Judy Blumhorst
judy@hydesailsUSA.com
C270
Phil Agur
pjagur@sbcglobal.net
Catalina 34
John M. Nixon
jmnpe@flash.net
Catalina 26
Art Harden
artstree@aol.com
Catalina 320
Chris Burti
clburti@gmail.com
Catalina
25/250/Capri 25
C25
Paul Zell
catalina25tech@
catalina-capri-25s.org
C250
David Gonsalves
catalina250tech@
Capri 25
John Schramm
capri25tech@
Catalina 22
Technical Editor-Cruising
Louis Plaisance
LouisPlaisance@
hotmail.com
Catalina 18
Erik Van Renselaar
esvanr@sbcglobal.net
Coronado 15
Paul Vance
drpaulvance@
comcast.net
T1
CATALINA 470
Performance Specifications for NP-12
Power Stabilizer
Model: NP-12
Output: 20 amps Max. @ 12 Volt
Back-Up Power:
7 Amps for fifteen (15) minutes
10 Amps for eight (8) minutes
15 Amps for two (2) minutes
20 Amps for one (1) minute
Battery: Sealed Rechargeable 5.0 Amp-Hour, 5-7
years typical life, can be replaced. Low-voltage
disconnect circuit protects battery from total
discharge. Certified by DOT and IATA for shipment
by air. Replacement battery P/N: 591-0412-0
zoo of electronic devices aboard. The good news is that all those
electronics do not use very much current so a moderate size and
cost power conditioner will do the job.
After tolerating intermittent power stability problems aboard
Onward for years, I finally decided to fix the problem when the
network communication module of the autopilot died (in rough
seas, of course) forcing me to buy a new course computer. While I
didn’t have hard evidence that the failure was due to power problems, there was a large body of circumstantial evidence that I had
built up over the years that made me loath to expose an expensive
new course computer and the rest of Onward’s electronics to the
same power environment.
A bit of research led me to purchase and install a power conditioner and backup system. There are several on the market. I chose
ESP
Jib REEfing
& fuRling
You’ll wonder how you
ever sailed without it
The Harken ESP Furler
was designed for cruisers,
packing safety and
simplicity into an efficient,
hassle-free package.
Harken Quality and
Performance for tHe
cruising sailor
www.harken.com
T2
Noise Filtering: Audio through 200 MHZ
Voltage Spike Protection: Transient energy
capability; 100 Joules, 4,000 amps Max (8 x 20 micro
seconds)
a unit based on performance specs and reasonable cost.
The NavPac Navigation Power Conditioner Model NP-12
by Newmar has filters that protect against voltage spikes,
transients and noise that combines this with an integral
12V battery to provide continuous stable 12V power
during short term power drops or outages. It has a current
capacity of 20 amps.
Basic installation of the power conditioner is fairly
straightforward: connect a source of 12V power (+,
Ground) to the unit as input then connect the power lines
to the systems that you want to protect to the output side.
Noisy unstable unreliable power goes in, clean stable
power comes out. Neat.
Now implementing this took a tad of doing. One of
the things I love about the C470 is the beautiful job Catalina and Seaward did in designing and building the DC
power distribution panel. I think it is functionally elegant,
logically laid out and well executed. However, the circuits
whose power I wanted to stabilize on Onward were all
in the Nav/Comm section: VHF Radio, Nav Instruments,
Autopilot, Radar, Signal Amp (used for 12 V receptacles
to power portable electronic items on Onward), Aux 10
(my Sirius Weather module), Aux 11 (my AIS) are located
in three different vertical columns of circuit breakers that
are powered from three different interconnected bus bars.
I chose to cut the three bus bars and install appropriate
jumper cables so that the circuits whose power I wanted to
stabilize could all be fed by the NP-12 while the remaining
circuits would continue to be fed as in the original design.
Labeling the circuit breaker columns A to D (left to right) and
the circuit breakers 1 to 10 (top to bottom in each column), I
chose to stabilize circuits A6, A7, A8, B6, C6, C7, C8. With a
bit of care and patience this was readily done.
I attached the NP-12 to the headliner at the top rear
center of the upper AC distribution panel compartment
where there was sufficient space and easy cable runs to
and from the unit and the DC distribution panel.
I ran 12V DC (+, Ground) feeds from the same source
that feeds the DC circuit breaker panel to the input terminals
of the NP-12. Then I connected the NP-12 output terminals
to the interconnected mini-bus bars that feed the instrumentation circuits. Voilà! Clean power. No more strange behavior
of instruments when the engine is started or bow thruster
used or when the windlass hits a bit of tough hauling.
CATALINA MORGAN 440
Catalina Morgan 440 National Association
CM440
Association Editor
Mike Simpson
mike@3-sheets.com
Salon Table Cushion Storage
Now that we’re cruising, space is at
a premium and thankfully our 440 has
plenty of it. However, we were always
looking for a place to store the salon
table cushion. It’s large, bulky, and seems
to get in the way of everything no matter
where we put it.
The lazarette storage was quickly
ruled out as it was constantly exposed to
the elements and items were always being
stored and removed on an almost daily
basis. The “garage” was another option,
but the dark recesses made it difficult to
access it for movie night or extra guests.
And we didn’t like the idea of placing it
into a storage bag to later find it to be
mildewed or worse.
What we came up with was rather
simple. Looking at the aft berth, there
is a large amount of space on the ceiling
towards the starboard side. Hanging it
there appeared to be an excellent solution to have it out of the way, yet easily
accessible.
Using the screws from the bookshelf
support bracket as my guide – the one
you hang it from to access the garage
– I carefully drilled similar holes in the
ceiling. Of course, drilling up into your
cockpit floor may give you the puckers,
but rest assured it’s pretty thick. To make
sure you do not drill too deep, I’ve found
it easy to determine your drill depth by
measuring your bit from the tip and then
wrapping the extra lower half with electrical tape. Push slowly and carefully and
when you reach the tape, you’re there.
I then secured three lengths of 1"
webbing with plastic quick release
SPRING 2013
buckles to the ceiling with screws and
large washers. The screws were bedded
with sealant for good measure. The oversized washers help distribute the load
and prevent tearing of the webbing.
After that, you’re pretty much done.
To store the cushion, lift it towards the
ceiling and wrap it with one of the straps.
Snap on the other two and the cushion is
secure, out of the way, yet quickly ready
for use. The feedback from our guests
was that it did not interfere with sleeping
and there was no closed in “cave” feeling.
On a scale of 1 to 10 for complexity, I’d
rank this as a 2 and it took me a little
over an hour to complete.
Wirie
For cruising sailors, keeping in touch
with news, email, blogs, etc., requires
some form of data connection. Sure,
we can have nice data plans added to
our phones, tablets, and such, but they
are pricey and telephone companies no
longer have truly unlimited policies. SSB
is an option, but the speed, complexity,
and atmospheric deviations can make it
rather unwieldy. Satellite systems, such
as KVH models, give you the ability to
roam the planet, but their expense will
make you cry.
We found a simple and cost effective solution, recommended to us by
our friends at Mazocean. The WirieAP
is an all in one omnidirectional booster/
receiver and wireless router that allows
you to pick up wireless signals up to five
miles away. It’s easy to install and configure and it immediately found signals
our laptop, tablet, and phones could
not. Note, the receiver picked up EVERY
broadcasting router in the area, both
secured and open. You, of course, can
connect to the secured ones providing you
have the code. The open/unsecured ones
are free, but you may be at the mercy of
multiple connections, decreased security,
and reduced speed. However, being able
to access the net from your boat, without
having to lug your pc, adapters and such
in your dinghy is a blessing. The threat
of dropping it, getting it wet, or stolen
ashore can be a major hassle.
The install was straightforward and
easy. Wirie recommends that you install
it above your deck – about 5-8 feet. A
mast install would be great, but it’s not
necessary. We chose to add it to one of
the supports of our wind generator.
The kit comes with a mounting bracket
that allowed the unit to be mounted 30
degrees off center, keeping it vertical on
the pole.
I drilled a hole in the stern railing
right above where the existing one is for
the stern rail light and fed the included
40' power cable through it and into the
garage. From there it was led to the nav
station for power. This was the hardest
part of the entire install as you have to
run the power cabling behind the aft
head. Use a wire snake fed from the nav
station side to run a messenger line from
the aft berth. The wiring follows a path
from behind the aft head, through the
bulkhead, and then up and behind the
shelf in the aft berth. It’s a bit tight, but
is workable with patience… The instructions recommend adding a 2 amp inline
fuse and an on/off switch. I added the
switch below the nav table.
Once you have everything all connected, the easy to follow instructions
will have you online in no time. Even
this ex-server administrator could figure
it out… On a complexity level of 1-10,
I’d rate this one a 3. Some drilling, wire
runs, and electrical connection knowledge are necessary. Installation time took
me about 4 hours – the wire run taking
the longest. Check it out and enjoy free
internet from your boat!
T3
CATALINA 42
C42 Association Technical Editor
Gene Fuller
941-505-0215
gefuller42@comcast.net
Tachometer Maintenance
A subject that comes up regularly on
the C42 Association discussion board is
the issue of erratic tachometer readings
and incorrect calibrations. Since we have
no upgrade or repair projects to report
in this issue I thought I would take the
opportunity to give a brief explanation
of how tachometers work and how to
keep them reading correctly.
Really old tachometers were purely
mechanical devices, and modern
tachometers such as those in new autos
may be purely digital devices. The
tachometers on our boats are hybrids of
sorts. They receive electrical pulses from
the engine and then drive a mechanical
pointer. The rate of the electrical pulses
is directly related to the RPM of the
engine. I believe most or all of the C42
tachometers were made by Teleflex or
most recently by VeeThree, a company
The pulses from any engine model
are sent to the helm station through a
dedicated wire that is bundled with the
rest of the wires used for gauges, alarms,
and starter controls. The tachometer receives the pulses, processes the
incoming signal, and then converts the
pulse signal to a pair of DC voltages
used to drive the pointer to a specific
dial location.
The part we can maintain and
adjust is the signal processing section
that receives the electrical pulses and
prepares them for the converter section.
There are two adjustments possible.
First is the range switch on the back of
the tachometer case. These tachometers
are designed to be universal, covering a
large number of different engines and
configurations. The pulse rate is directly
related to the RPM, but that relationship
varies depending on the engine model.
For the earlier engine models with
the flywheel pickup the pulse rate
depends on the number of teeth on the
flywheel. The 4JH3 flywheel has 127
The newer 4JH4 engines supply tachometer
pulses from the alternator. The signal is
derived from the alternator windings before
the alternator output is converted to DC.
Typically the signal pulses 12 times for each
revolution of the alternator.
that purchased the Teleflex marine
instrument product line.
The electrical pulses that come
from the Yanmar engines are from two
possible origins. The earlier engines,
including the 4JH, 4JH2, and 4JH3,
include a magnetic pickup device that
counts teeth on the flywheel as they
pass. (Incidentally, I have heard a
number of people mistakenly call the
large disk at the forward end of the
engine the flywheel. That is a vibration
damper. The flywheel is at the very back
of the engine, inside a housing between
the engine block and the transmission.)
The later 4JH4 engines starting around
hull 900 in 2005 get electrical pulses
from the alternator rather than the flywheel. I will get back to these sources
a bit later.
T4
teeth, and the number is similar for the
4JH and 4JH2 models. At full throttle,
about 3600 RPM or 60 revolutions per
second, that creates a pulse rate of 7620
Hz.
The newer 4JH4 engines supply
tachometer pulses from the alternator.
The signal is derived from the alternator
windings before the alternator output
is converted to DC. Typically the signal
pulses 12 times for each revolution of
the alternator. However, the alternator
spins quite a bit faster than the engine
because the crankshaft pulley and the
alternator pulley are not the same size.
At full engine RPM the alternator may
spin as fast as 6000 RPM. This in turn
gives a pulse rate of 1200 Hz. It is
important that the alternator belt is kept
properly tensioned in order to avoid
slippage which would change the speed
of the alternator and the calibration of
the tachometer.
The range switch on the tachometer
will be marked with number of flywheel
teeth or simply with letters A through
E. If the range switch is in an incorrect
position the tachometer reading will be
very far from accurate. In general the
range switch is “sealed” with a dab of
red paint, but it is possible that someone
has previously moved the switch to the
wrong location. Any switch can undergo
a bit of corrosion in the moist marine
atmosphere, and this switch typically is
never moved. The electrical connection
can become intermittent. The maintenance procedure for this switch is to
gently move it away from its standard
position and then return it. Do this multiple times, but be careful not to force
the switch beyond its end positions.
The other adjustment is a fine
tuning potentiometer. This is accessed
through a small hole in the back of the
tachometer case and is adjusted with a
small screwdriver. Similar to the range
switch, this potentiometer can build up
a tiny bit of corrosion. The tachometer
reading might become intermittent or
permanently incorrect from the poor
electrical path. The maintenance procedure is to gently turn the potentiometer
back and forth, being careful not to go
beyond its end points. If you are not
doing a full tachometer calibration it is
important to carefully note the position
of the screwdriver slot before starting
the maintenance procedure. Return
the slot to exactly the same position or
the calibration will change. If you plan
to calibrate the tachometer by using
an independent reference, such as an
optical tachometer aimed at the damper,
then returning the potentiometer to its
original position is not as critical. I do
not recommend the use of lubricating
sprays or any other cleaning materials.
Simple mechanical motion should be
enough to clean the corrosion to provide steady and accurate tachometer
indications.
The basic mechanism in the tachometer is very widely used in all sorts of
gauges and all sorts of applications. It
is quite robust and quite reliable. The
marine environment presents a challenge
to any electrical or electronic equipment.
If your tachometer is misbehaving a bit,
these simple procedures may bring it
back to “like-new” condition.
CATALINA 400
C400 Association
Technical Editor
Brian Mistrot
(888) 347-6726
brian@pbmfirm.com
Sailnet.com or
Cruisersforum.com
Olav N. Pedersen
713-907-3301 (cell)
olavnp@gmail.com
Propane Locker Project
When I purchased Juniper (2006
C400 #307) in 2009, she came with a
single 10# rusty steel LPG tank in the
propane locker. I knew this was not
the way it came from the factory, and I
knew it had to be changed. Doing some
research, I found a relatively new type
of propane tank available from a company called The Lite Cylinder Company.
It is made of composite materials, nonrusting, translucent to check propane
levels, more reasonably priced than
aluminum tanks, and DOT approved:
http://www.litecylinder.com/products.
aspx
The only problem was it wouldn’t
fit. It was too tall for the propane locker.
Tanks were also available in a horizontal
configuration (similar to the OEM aluminum tank), but if I bought that type,
there wouldn’t be room for a second
tank, which was one of my desires. Time
to make some modifications. After measuring not twice, but six times, out came
the sabre saw. I couldn’t see any way to
easily take the propane locker out of the
boat, so all work was done in place. I
removed the hanging storage bag from
the lazarette, plus all the other “stuff”
that had accumulated down there to give
me room to work. I removed the piece of
wood in the bottom of the locker (the old
mounting board). I drew a line around
the inside of the locker, parallel to both
the top of the locker and the waterline,
roughly 6-8" up from the bottom of the
locker. I cut along the line, using a sabre
saw on the flat surfaces, and a dremel
tool on the corners. The bottom of the
locker is sloped inboard, so that liquid
or gas can drain overboard, through
the drain hose at the inboard end, to
the transom. Preserving that slope and
drain is important for storing LPG in the
locker. My measurements indicated that
I needed to drop the bottom of the locker
3.5" to make room for the vertical composite tanks. I cut pieces of 1/8" lauan
(very thin plywood) 3.5" wide, and as
long as the flat portions of the locker,
as a spacer. Duct tape (what else?!) was
SPRING 2013
used inside the locker to temporarily
hold everything in place (the upper part
of the locker, lauan spacer, and the lower
part of the locker). After roughing up the
surfaces and cleaning with acetone, I put
a layer of fiberglass cloth and epoxy resin
around the outside of the locker, overlapping the joint a couple of inches top
and bottom. Once that was dry, I took
off the duct tape, and put a layer of glass
around the inside of the locker, again
overlapping the joint by a few inches
top and bottom. I finished with a third
layer of glass around the outside, slightly
wider than the first layer. I didn’t bother
painting or gelcoating the fiberglass, as it
can’t be seen unless you really look for
it in the lazarette. The locker still drains
through the original fitting and hose to
the transom. The width and length of the
locker were not changed. The new depth
of the locker is 17.5" outboard and 19"
inboard. Two composite 10# vertical
LPG tanks now fit inside the locker,
with a little room to spare. I didn’t
want anything to move, so I installed a
webbing strap (similar to a battery tiedown strap) inside the locker to hold the
tanks in place against each other. On the
downstream side of the solenoid (outboard), I installed a Tee-fitting valve and
pigtail for the BBQ grill, eliminating the
need for those rusty one pound disposable propane cylinders that I hate. After
two years of use, everything has worked
perfectly. The tanks are secure, easy to
check and change, and the coiled BBQ
pigtail stores on top of them. The picture
shows the two tanks and BBQ pigtail
in the locker. –Tom Sokoloski, Juniper
#307, Noank, CT
Hot Water Heater Connections
We recently noticed water in the
bilge under the hot water heater. At first,
we thought the hot water heater itself
might have been leaking. But after further examination, we found the fittings
had failed. The plastic fittings coming
off the hot water heater have not held
up well on our boat. We had already
replaced one, and now were back to
replacing another off the T.
This time, we installed a brass nipple
with corresponding T’s and hose barbs.
Everything is brass, and the cost is not
that much more than plastic. Not only
are these much more sturdy, they will
withstand the constant high temperatures that seem to corrode the plastics.
The process is very simple and you can
likely buy your parts from Home Depot
or Lowes (one of the very few times you
will ever hear me reccomending buying
parts for your boat from them). Take
out the plastic fitting and put a brass
nipple extending out, followed by corresponding brass T and Hose Barb fittings. Some will use Teflon tape for their
fittings. On brass, I prefer a product
called Leak Lock (blue pipe dope). The
finished product can be seen.
If nothing else, please make sure to
check your fittings on your hot water
heater. Since every single one has failed
on Sea Mist, I suspect my boat was not
the only boat that has shown this issue.
–Brian Mistrot, C400 Tech Editor, S/V
Sea Mist IV, HN# 289
T5
CATALINA 38
C38 Association
Technical Editor
Steve Smolinske
SSmolinske@
rainierrubber.com
How To Replace That
Dangerous Ampere Meter!
Many years ago Tom Troncalli (C38
Technical Editor Emeritus) wrote the
now famous article on replacing our
original equipment series amp meters
with a volt meter. His article has been
plagiarized throughout the internet and
is still in circulation today. Within the
last few weeks there have been several
requests on the C38 listserve, asking for
information about this upgrade. I did
this upgrade on Peregrine a few winters ago while installing a heavier duty
alternator. Because this critical upgrade
is something that should really be
addressed in our boats and because I am
not an electrical engineer, I submitted
this article for review by Tom and also
by Tim Dies of High Seas Electrical. Tim
is my go-to-guy for all things electrical
as I know just enough to get myself in
trouble! Tom’s encyclopedic knowledge
of our boats goes without saying.
When our boats were manufactured
the practice at the time was to install
a series amp meter, which as the name
implies shows amperage. The series
amp meter installed originally in our
boats engine control panel tells nothing
of the state of charge of your battery!
Rather, it only shows the amount of
amperage coming out of the alternator.
As the batteries charge the regulator
kicks in and lowers the output from the
alternator which reduces the amperage.
The assumption is that as the amperage
decreases the battery is nearing a full
charge. On the other hand a volt meter
installed at the engine control panel
will initially show a higher voltage for
the battery bank at the beginning of the
charging cycle and as the battery reaches
a full charge the volt meter will register
somewhere around 12.6 to 12.8 volts.
Batteries will bulk charge somewhere
in the 14.1 to 14.5 volt range a battery showing 11.9 volts is considered
drained.
The important point to keep in
mind are issues of safety regarding this
configuration. I need to take a minute
to differentiate between the series amp
meter at the engine control panel with
an ammeter that might be installed
T6
elsewhere in the circuit as on Peregrine
where I have one at the DC sub panel.
The ammeter is wired to the battery
and a DC shunt in order to display the
amperage leaving or entering the battery this is very useful for battery maintenance but should not be confused with
our topic of the series amp meter at the
engine control panel. They are two separate animals.
The problem with the way our boats
were originally wired is that the entire
charge coming from the alternator is
going through the wire harness then
through a 10 gauge wire some 10 feet
to the series amp meter at the engine
control panel then 15 feet back to the
battery switch and then to the house
bank. The smaller the wire, the more
heat produced and conversely the larger
the wire the less heat. The danger in the
series amp meter configuration is that
as current travels through the undersized wires that resistance causes heat,
and the combination of aging wires, a
cracked harness and connections that
have become corroded with age can
lead to a fire. The fix is not only a safety
issue but will also result in a more efficient charging system. A 10 gauge wire
simply is not sufficient. The proper sized
wire for carrying the current from the
alternator depending over the length of
the run is in the neighborhood of 2 or
4 gauge with a breaker or fuse within 2
feet of the positive output.
My project started off with an
upgrade to a Balmar 110 amp alternator.
I upgraded so that I had more current
available to run the water maker and
refrigerator while still having ample current to charge my battery banks. Along
with the alternator I got a new Balmar
ARS-5 smart regulator. As I took on
replacing the alternator, I remembered a
past discussion on the board about the
series amp meter and got in contact with
Tom. After talking with him I decided
to let go of the reins and let the project
go wherever it led. The first step was to
pull all of the wiring off of the engine
to the control panel and from my main
battery switch as well. That process
led me to the house bank and sketchy
AC charger which was anything but a
marine charger and was only 10 amps at
that. The next step took several nights
and emails to Tim that yielded a schematic for putting it all back together. I
have included my drawings, but must
warn anyone reading this article: DO
NOT attempt this on your boat with
my calculations! Your wire runs may be
and most likely are different lengths and
the wire sizing will be different. Blue Sea
Systems has a wonderful online tool for
sizing wire based on current and length
of the run. They also have easy to follow
formulas for figuring out FAMPS (feet
X Amps) for your project. When calculating your wire sizes don’t forget to
include the return to ground. FAMPS
are calculated on both runs positive and
negative. So with that said here is how
the project progressed.
After installation of the alternator
and new regulator I started the individual wire runs from the engine to the
CATALINA 38
One change I did from Tom’s project was
to run the positive cable directly from the
alternator to the house bank.
control panel, simple connections at the
engine sensor and a straight run to the
engine control panel. Take the time to
route the wires neatly and professionally so that in the future you don’t need
to decipher the mess. Also make sure to
take copious notes for your diagram so
that when you or someone else is tracing
a problem you know what color goes
where. There was some wiring of course
with the new regulator but that was all
covered in the manufacturer’s directions
which were clear, concise and easy to
follow. The few times I did need support
they were very good about returning
phone calls.
Next I installed a new 30 amp AC
charger, appropriately sized Automatic
Charging Relay and the appropriate
ANL fuses along with a DC shunt and
positive battery post. Just a few words
about each of these, the ANL fuses are
SPRING 2013
required by ABYC standards between
the alternator and the house batteries
and within six inches of the positive
battery post between the batteries and
the DC sub panel. I installed the one
just below the alternator and attached
a spare to the fuse block and the second
in the battery box under the port settee
also with a spare fuse. The DC shunt
allows you to connect a voltmeter/
ammeter at your DC panel and it will
show you every amp being drawn from
your batteries and every amp put into
them while charging. Now with the
switch on a toggle, I can see exactly
what the state of charge is in each of
my three banks (220 Amp House Bank,
Start Battery and a 33 Amp Emergency
bank). The automatic charging relay is
a neat piece of equipment which monitors the voltage in your banks while
charging and automatically switches
from one bank to another based on its
charge so as to prevent them from being
overcharged. When connecting the
batteries up to the DC panel and your
charging system ABYC only allows up
to three (3) wires connected to any post.
That is why I installed the positive and
negative battery posts; don’t forget to
cover the positive posts with a rubber
cap, another ABYC requirement.
One change I did from Tom’s project
was to run the positive cable directly
from the alternator to the house bank
rather than to the starter. Tom and I
have had some discussion regarding the
merits of each and concurred that either
way is far superior to the original configuration and both are acceptable. Tom
left his lead from the alternator to the
starter only because he was not doing
an entire rewiring project and felt the
wire size he had was adequate. I chose
to take the current directly to the house
bank feeling that with a larger lead it
might be more efficient. In the end both
methods work, meet with conventional
practices and are far safer than the original wiring.
Tom also pointed out that instead
of doing an entire rewiring at the harness he successfully cut out the harness
and soldered the wires together. There
is a question as to whether or not soldering meets ABYC requirements
and that crimping the wires should be
acceptable. Should you decide to crimp
the wires don’t forget to use dielectric
grease that is readily available at Lowes,
Home Depot or your local chandlery to
prevent corrosion in the crimps.
A caveat on installing higher powered alternators is that some have had
disappointing results because they put
more mechanical load on the engine
mount and adjusting bracket, sometimes causing mount failures. This
upgrade will provide more charging
with your original alternator and of
course is much safer, which is the most
important reason for this upgrade.
T7
CATALINA 380/387/390
Catalina 380/387/390 International Association
C380/390
Association
Technical Editor
Tim Porter
Serendipity380@gmail.
com
C387
Association
Technical Editor
Tom Brantigan
Tbrantigan@verizon.net
C385
Association
Technical Editor
Chuck Couture
Clcouture@ymail.com
Introducing Chuck Couture our
C385 Tech Editor
I started sailing in the mid 70’s in
upstate NY. It started with sailing a Sunfish. Then I had access to a 16' Mutineer. In the mid 80’s with a transplant
to NJ, I found a very active Catalina 22
Fleet, and began racing, and learning
the intricacies of sailboat handling. In
the early 90’s we purchased a 5 year old
Catalina 30, and moved our sailing from
Lake Hopatcong, NJ, to the Raritan
Bay, which was, in my opinion part of
New York Harbor. I did a little informal
racing there, but was learning all about
cruising, although, I did take a second
place in the Catalina 30 Nationals in
1995.
2001 saw us in a new Catalina 36
Mk11, and in ‘07 a move to Ct. We
have spent our boat owning lives on the
east coast, but I’ve had the occasion to
sail a short cruise in England, some day
sailing in Switzerland and also Thailand
during my travels for work.
2012 brought us our 385, and we
have enjoyed this yacht immensely.
I have always done all of the work
myself on my yachts, from spring commissioning, to reversing the process in
the fall. I enjoy the work, and over the
years have taken pride in ownership,
and have made some improvements in
all of them along the way. I have been a
member of all of the associations along
the way from the start of my Catalina
ownership back in 1987, from our C22,
to the C30, and C36, to our C385.
Ahoy to all our new Catalina 385
owners, sailors and their families.
T8
As tech editor of a new model Catalina, it’s a little difficult to decide on a
starting point, but here goes.
First of all, I’ve been a Catalina
owner since the mid 1980’s and have
done about 99% of all maintenance and
modification on my four previous Catalina’s starting with our almost new 1986
‘22 on to our ’30, ’36 and now our 385.
I do not pretend to have all of the
answers to tech questions, but will
answer and research any questions that
arise.
Over the years, I have been
impressed at the inventiveness and creativity of the body of owners who have
made modifications to their yachts, and
the knowledge base that’s out there in
the sailing community. The foundation,
and success of the entire Catalina line
has been and will continue to be the
participation of the Catalina owners
themselves.
So, let’s start with the assumption
that there are only a few items that are
new with the 385, but not the sailing
community. For example, the Yanmar
engine, the Selden Spars, the Raymarine
electronics, just to name a few.
I will be expecting input from all
of the 385 owners to show the rest of
us what you’ve done to your yacht to
improve its comfort and convenience.
Also, any problems you’ve had and how
you’ve resolved them.
Attached are a couple of pictures
of some small things I’ve done on my
385, and maybe it will give you an idea
or two that the rest of us should know
about.
First, the cam cleat arrangement for
the genoa furling line. This has proven
invaluable while reefing under sail in
less than ideal conditions.
Then the jib car adjusting line. This,
along with the genoa furling cam cleat
were added immediately upon taking
delivery of Five C’s.
Rather than have two separate
power cords to plug in, I purchased a
“one into two” pigtail for the shore
power. This handles the entire 30amp
load, even with the battery charger and
air conditioning on at the same time.
After a full season on the water, I
saw some things that will get my attention over the winter. A “backstop” will
be fashioned for the flatware drawer
in the galley. I discovered, that when
heeled to starboard in bouncing seas,
the flatware has a tendency to slide out
of the drawer into the area underneath
the galley sink.
Another area that I’ll be working on
is the starboard cockpit storage compartment. It has a lot of potential, but
needs to be organized with another shelf
or two, along with hangers for dock
lines, power cords, and hoses. There is
a lot of cubic space that can be of great
use.
I will also be adding a “grab” to
the underside of the sliding floor panel
forward of the bilge hatch in the main
salon. That sliding panel hides the bilge
pump and water level sensor on my
boat.
So, let me hear from you so we
can work together making our 385s
another of Catalina’s very best yachts. –
Chuck Couture, clcouture@ymail.com,
Five C’s, C385 #16
CATALINA 36/375
Catalina 36/375 International Association
C36 Association
Technical Editor
Pre Mk II hulls
Steve Frost
sfrost@corpairtech.com
C36 Association
Technical Editor
Mk II hulls
Bud Street
bstreet@teksavvy.com
C375 Association
Technical Editor
C375 hulls
Francois Desrochers
Canada, L1P1X5
meteor64@yahoo.ca
Welcome New Tech Editor!
C36/375IA is pleased to introduce
our new Mk II Tech Editor, Bud Street.
Bud and his wife Suzanne keep their Mk
II 36 on Lake Ontario’s east end and
spend the summer living aboard with
their two cats. Retired from an IT career
and having sailed for many years in dinghies, OPBs (Other Peoples Boats) and
charters, the couple bought a Catalina
28 in 2006 and moved up to the 36 in
2009. Bud learned the C36’s systems
and construction by doing a major refit
of the boat with the guidance and support of the C36/C375IA and its members. Bud hopes to continue the excellent work done by his predecessor Larry
Brandt in adding value to the C36/375
through the Association and its website.
Any member who would like to
submit an article for consideration to the
C36/375 section of the Mainsheet can do
so by emailing the appropriate contact:
MKI Tech Editor: Steve Frost, sfrost@
corpairtech.com. MKII Tech Editor: Bud
Street, bstreet@teksavvy.com. C375 Tech
Editor: Francois Desrochers, meteor64@
yahoo.ca. C36/375 Association Editor
(destination articles, short stories and
Fleet News): Lauren Nicholson, lauren@
nicholsonmarine.com.
C36 Tech Notes
MKI & MKII
Once again I have burdened my
fellow C36IA officers with a portion of
my duties, excuses to follow: Over the
time that I have owned my boat I took
advantage of any opportunity to get on
the water and sail. It would appear that
SPRING 2013
in doing so my home was neglected. The
areas of need built to the point that I was
compelled to address items like painting,
termite mitigation and repair, new trim
new roof, gutters etc. etc. These projects
along with a strong recovery in my business limited my boating adventures to
one trip with our fleet in September and
a couple clean up days. My water time
was limited to one trip to the pump out
station since September. My C36IA Tech
editor time too has also been limited by
my home and office duties. This month
Lauren Nicholson saved me by stepping
in and editing this month’s technical
submission. Thank you Lauren for all of
your efforts, you always come through
and make us look good.
As for this month’s submission, we
once again, as with our last issue, have
dueling briefs on the same subject. Last
time we covered two versions of window
replacement. This issue we were given
separate renditions covering the chilling
subject of refrigeration upgrades.
Hal Smith detailed his installation
and submitted it to Larry Brandt some
time ago, more recently in a parallel
universe Sam Murphy sent me his own
version of Refer Madness. Due to space
constraints in our publication Hal and
Sam got together and merged their two
articles into one. Both of these installations were performed on transition
model boats being MK 1.5 boats. I
guess Bud Street and I should have arm
wrestled to see who got the submission.
For the most part the refer box changes
little between the MKI and MKII boats
forward of the aft cabin bulkhead and
the bulk of the information should be
relevant to either model. Thank you
Sam and Hal for your insights and submissions, I trust that if any of our members get a chance to come aboard Hallylu-ya or Wind Rose we will not be given
a warm beer.
With luck my triage should move
from my house back to the boat before
the year is up, it will be time for a haul
out and with luck that project will not
snowball like my house did. My theme
song for the last six months has been
Bob Dylan’s Everything is Broken, the
mantra was depressing at first, but after
a while I just accepted it. I am ready for
a new leaf. I wish you all an early spring.
I will await next month’s submissions, maybe we can have three versions
of the same subject, or should I throw
a topic out there and we can judge the
best essay on it if everyone submits a
rendition. I do prefer multiples to no
submissions. –Steve Frost
Refrigeration That Works
As installed by the authors on their
1994 C36’s: Hal Smith’s Hally-lu-ya!,
#1346 and Sam Murphy’s Wind Rose,
#1327
Hal Smith and Sam Murphy both
installed similar refrigeration systems
on their C36’s in the Summer of 2012
and have collaborated on the following
description of their projects. Hal pioneered the project, installing his unit a
month before Sam. Hal located the ideal
compartment for the unit and figured
out the best pathway for gas lines and
wiring. Sam followed Hal’s lead with
some changes that became evident from
Hal’s experience and some suggestions
from Sea Frost. The following description shows how to do this project and
includes alternatives from both owners.
Why we did it
Hal had a Sea Frost engine driven
refrigeration system on Hally-lu-ya!,
which didn’t fit his needs as it was better
suited for the cruising life, spent mostly
away from shore side power at the
dock. Characteristics that did not suit
him were: 1.) The engine must be run
twice per day in a narrow rpm range;
2.) The ice box could not be kept cold
during his absence; and 3.) It did not
have freezer capacity. When Hal was
out on the anchor, it was great. The
second time it quit and required service
(at 18 years old), he decided to replace
it with a 12 volt system. Hal’s objective
was to gain a small freezer section with
a passive refrigeration section. Sam’s
C36 had an 18 year old Adler Barbour
12 volt evaporator unit had that quit
and he wanted replace it to increase his
freezer space and reduce power consumption.
Why Sea Frost’s System Was Selected
Both Hal and Sam searching independently decided on an identical 12
volt evaporator system from Sea Frost.
Both thought the Sea Frost system
would provide improved freezer and
refrigerator space and be reasonable on
power consumption.
Neither Sam nor Hal have any
financial interest in Sea Frost or the sale
of their products. Both of us believe
the Sea Frost system is a significant
improvement and probably worth the
higher price. The owner of Sea Frost,
T9
CATALINA 36/375
Cleave Horton offered the following
details:
“One reason for the added expense
is the system uses a better plate construction of stainless steel and includes
two cold plates. The full efficiency of
the compressor is utilized by the cabinet
design allowing full air flow through the
large condenser. The system evaporator
(the cold side) pressure is controlled
with an expansion valve. The valve
prevents the refrigerant from draining
down between cycles. No time is wasted
re-accumulating the refrigerant each
time the compressor restarts. The valve
maintains proper pressure within any
ambient temperature and will operate
with an over charge or under charge of
up to 30%. Our goal is to produce the
highest quality.”
Both Hal and Sam, not knowing
each other and working separately,
approached Cleave Horton of Sea Frost
for suggestions. We obtained detailed
drawings with dimensions from Catalina and Cleave used these to propose
a two-evaporator plate system made of
rugged stainless steel and his 12v Danfoss air cooled compressor with the
ETT digital thermostat control. The following outlines the details of that installation from Hal’s perspective with notes
on changes made when Sam did his a
month later.
Step 1. Remove old system. Hal:
First, the old engine-driven cold block
had to be removed. The biggest difficulty was finding a place to disconnect
the copper tubing from the back of the
block which was impossible to reach
from the inside of the ice box. The space
between the fuel tank and the back
of the ice box wall provided access to
remove the tubing attached to the pressure monitor, permitting the block to be
pulled straight out. These holes were
later filled with Great Stuff expanding
foam and trimmed flush with the inside
of the box.
Step 2. Gas Line Routing. The path
for the new copper tubing had to be
made. I decided to place the new compressor in the empty compartment adjacent to the centerline water tank, next to
the hull on the port side aft of the galley
and immediately under the aft end of
the ice box. A 2" hole was drilled in the
port side wall at the bottom aft end of
the ice box upper cavity. Before fully
drilling the 2" hole, the ¼" pilot/guide
hole was drilled all the way through the
inside wall of the aft cabin. This identified the location of the ice box corner.
You’ll need a long bit for this hole as
the insulation on a 1994 boat is at least
4" thick.
T10
After completing the 2" hole inside
the ice box, a 4-1/2" hole (to accept a
West Marine 4" inspection port) was
drilled through the aft cabin wall,
toward the ice box, using the ¼" pilot
hole as a reference. Rather than make
the hole concentric, the tops of the two
holes were matched by locating the
center of 4-1/2" hole, 1-1/4" below
the first hole. After digging out the
foam insulation between the two holes
and the couple of inches of insulation
straight down to the lower compartment, a path was available to route the
new copper tubing from the back of the
ice box to the compartment to connect
to the compressor to be installed later.
Step 3. Compressor Box Mounting
Platform. A platform had to be made for
a foundation for the compressor. Marine
plywood, ½" thick, was cut to 10" x
14." To fit the contour of the hull, a vertical support was cut on an angle 14"
long from a point on one end to 2-1/2"
high on the forward end. The inside
support leg was cut to match the same
angle but 1-3/4" higher than the outside leg. The three pieces were primed
and then painted with bilge paint before
assembly. The assembled platform was
glued to the hull with 3M 5200.
In Sam’s installation of the plywood platform, he decided to turn it on
an angle with the fore and aft axis of
the boat which made it easier to mate
the outboard edge with the hull while
keeping the platform level and allow
the air duct hose to be run straighter
from the grill in the galley. Different leg
lengths will be needed for this method,
and it’s recommended the plywood base
be cut first then blocked up in the space
in the preferred position and measurements taken for the supports (legs).
Step 4. Wiring. 15' of 2-strand no. 8
marine wire was chased from the battery
switch through the aft hanging locker,
across the two aft water tanks and into
the compartment for the compressor. The
ETT thermostat control cable and the
two temperature sensors to be installed
inside the ice box pass through the same
route as the power wiring on Hal’s installation. The ETT control panel was later
installed above the boat’s electrical panel
in the same space that had been used by
the engine driven control.
The ETT can be installed elsewhere
to suit individual convenience. Sam
chose to install his ETT just over the
fridge box door with the guts of the unit
protruding into the portside cockpit
locker where the old Adler Barbour unit
used to be. It was easy for him to run
the wiring up through the old hole left
by the AB installation. He built a simple
plywood box to protect the ETT box
from items stored in the locker and fixed
it place using the same adhesive used on
the mounting platform.
The sensor wiring comes only 10'
long and must be extended if the ETT
panel is installed above the electrical
panel. 10 feet is more than ample if the
cockpit locker location is chosen.
It should be noted that the ETT unit
is much more expensive than the basic
CATALINA 36/375
thermostat. A couple of hundred bucks
can be saved by going with the basic.
Hal went with the more sophisticated
unit and Sam followed his lead. Both are
happy they did and like the control the
unit provides for compressor speed and
therefore power consumption.
Step 5. Mounting the Evaporator
Plates. A template was made for drilling
the holes for the evaporator mounting
screws. Hal used a 9" x 30" piece of
plastic corrugated. With mounting
flange, the evaporator plates are 9"
x 21" plus room for the copper tubes
exiting the aft ends. In order to allow
room at the back of the ice box for the
tubing, the plates were laid on the template 3" from the aft end and the hole
locations marked (4) and drilled with
a 3/16" bit. The template was taped in
place about ½" above the lip molded
into the ice box sides. The mounting
holes were drilled with a 3/16" bit. Per
Sea Frost instructions, these holes were
enlarged to 3/8" for the Wellnuts provided. The plastic spacers were held
SPRING 2013
in place on the back of the plates with
double-stick tape to make installation
possible. The cavity is extremely awkward in which to work, but I was able
to keep the spacers in place by carefully holding a screw in the plate hole
as I found the Wellnut alignment and
secured the plates. It is good to be ambidextrous and a contortionist, or to have
a very good small-bodied friend.
in the galley teak wall close to the floor
to verify that air duct path would be
clear. Then a 4-1/2" hole was drilled for
the plastic grill. About 30" of 4' flexible duct was needed to reach the compressor. The duct was installed on the
plastic vent before it was inserted into
the 4-1/2" hole, and the vent secured to
the wall with two screws. This allows
the compressor to be cooled with cabin
Step 6. Connecting Tubing. After
careful measurements, on Hal’s installation the evaporator plate end of the
large copper tubing was bent (with a
purpose specific tool available at Lowes
and Home Depot) 180 degrees to loop
back to the inside wall and nearly 90
degrees to exit the ice box and turn to
go down between the ice box wall and
the aft cabin wall. But this operation
turns out to be not really necessary. This
90 degree turn can be eliminated by
installing the primary evaporator plate
on the outboard side of the box. Sam’s
installation took advantage of Hal’s
experience and he was able to avoid this
operation. Anyone ordering this system
from Sea Frost must be sure and explain
to them on which side the primary plate
(one with the larger gas line) is going.
air that will be cooler than outside air
during the warmer seasons. The vent
duct, the copper tubing, and the wiring
were all in the compartment ready for
the compressor to be installed.
Step 8. Secure the compressor and
connect the lines. Hal: The compressor
was secured to the platform with two
s/s screws. With everything ready to be
connected to the compressor, it was time
to connect the quick disconnect fittings
on the two evaporator plates inside the
ice box. Following Sea Frost instructions, the fittings were connected inside
the ice box first. This required me to lie
on my back with my shoulders inside
the main section of the ice box while
using wrenches on the quick disconnect
fittings working upside down. I had a
two-step stool next to the ice box to aid
getting in and out. It also helped to have
a soft sided bag filling the deep part of
the ice box on which I partly supported
my back. Assistants are not permitted
to laugh during this operation! Afterwards, the two quick disconnect fit-
The purpose and location of the
4-1/2" hole inside the aft cabin becomes
apparent when feeding the copper tubing
from the ice box into the lower aft compartment. This allows the stiff tubing
to be only slightly bent as it is threaded
down into where the compressor will
mount. The smaller diameter tubing is
very easily threaded afterwards along
the same path. Approximately 4' of
tubing is needed for this route.
Step 7. Air Duct Intake. To install
the fresh air duct, a ¼" hole was drilled
T11
CATALINA 36/375
tings at the compressor were attached to
seal the refrigerant system. The 12 volt
supply wires and the ETT data cable
were attached on the electrical module
per Sea Frost instructions plus the 3
amp fuse provided. After the 4" vent
hose was attached, the entry opening
puttied, and the cover installed, this part
was complete.
Step 9. Temperature Sensors. The
temperature sensors were installed, one
on the second plate (for compressor
control) and one halfway forward
on the upper outside edge of the box
(for ambient box temperature monitoring). The other ends were connected
to the ETT along with the data cable.
The 12volt wires were connected; red
directly under the battery leads on the
master battery switch and the black to
the ground block inside the electrical
panel compartment. A 15 amp in-line
Blue Seas fuse (#5064 for ATC/ATO
fuses) was connected between the battery switch and the red wire. The hot
wire was installed this way so that the
refrigeration can be left on during our
absence if we wish while still turning off
all other 12v systems.
Sam’s wiring followed Hal’s closely
except he ran the 12v hot wire from
the main battery “use” switch. And his
sensor wires and data cable were run up
into the port side cockpit locker to connect to the controller (ETT). He uses the
on/off switch on the ETT to control the
fridge but when the main battery switch
is “OFF” so is the fridge.
Step 10. Drop Down Door (option)
Sam: Cleave Horton at Sea Frost
suggested I install a drop down door in
the box to isolate the freezer section. He
even supplied a piece of white plastic
“Starboard” from which to cut the door.
I cut and shaped a template of the door
from cardboard. I had to be careful to
make the door the right shape to not
interfere with the plates when it was
open. When the initial template was cut
to fit the opening, it interfered with the
plates when it was swung open and had
to be trimmed. I hinged the door at its
bottom and drilled a 1" finger hole in it.
I mounted an interference fit catch in the
freezer box inside the door that holds the
door in the closed position. When open,
T12
the door lays flat. This addition of the
door is a new idea apparently, and I’m
still figuring out how to use it. With the
door open (laid flat), the over-all fridge
temp drops quicker. With it closed I can
make ice and freeze food quicker. Right
now I use a balance of the door only
open at an angle. The door might need
to be reduced in size for optimum functionality. This part is a work in progress.
Operation and Results
Hal: With the compressor speed set
on high, it took about 3 hours to drop
the ambient ice box temperature from
77 to 50. This was with the factory settings on a plate temperature cut off of
20 degrees. Experimentation proved
that a 10 degree cut off is better for us.
Without closing off the upper section,
we kept ice cream firm, ice without
melting and even began to freeze some
blue ice over a 5-day period (different
settings were tried). At one point, some
blueberries in the main section froze, and
a little ice formed in the milk. This was
when the cut off setting was at 5 degrees
proving the capacity to freeze even outside the small pocket between the two
plates. The ambient temperature being
displayed of the ETT dropped quickly
after opening the ice box for food, but
food organization seems to have a significant affect. At times, the temperature was very slow to change, but this
changed when the ice box contents were
rearranged.
Sam: The performance of my unit is
similar to Hal’s except I have the drop
down door installed. The effect of the
door is to allow quicker solid freezing
of ice trays and food in the freezer area
when the door is closed but quicker
temperature drops of the main box with
it open. I’m still experimenting with it.
But I like having the door as an option.
I haven’t had any food or drinks freeze
solid outside the door. But anything
inside it is rock hard. Ideal safe fridge
temperatures should be between 32
and 38 degrees. My Sea Frost unit stays
around 35-36 with the plate temp set on
18 degrees in this fall weather. I had to
bump it down to about 14 in the middle
of the summer.
I’m most interested now in power
consumption. When I’ve timed the on/
off cycles for the compressor, I’m finding
that the compressor runs for about 8
minutes then stays shut off for 12 to 15
at my current settings of 18 degrees for
the prime plate. That tells me that I can
expect to consume about 3.0 amps (on
low compressor setting) for 24 minutes
each hour, or 40% of the time. That calculates to a mere 29 amp-hours a day
(40% of 24 X 3.0 amp). That will be
worse in the summer of course, but even
if it doubles it is well within the amphours I can replace in a short engine run
with my 80 amp alternator.
C375 Tech Notes
Sail repair
The end of the sailing season always
shows up too quickly each year; this
year was no different. Good sailing all
around despite a bit more rain than
usual.
This year, we got a surprise while
folding our mainsail. The leach edge
had quite a few rips right along the
folded edge. Not expected considering
the limited amount of sailing and only
four seasons since new.
The sail was taken to our local sail
repair shop. They figured it was due to
excessive flogging which was traced to a
deficient sail cleat. The cleat alignment
prevented the leach line from properly grabbing and keeping it tight thus
leaving the trailing edge to flog.
They proceeded to repair the sail
and install a different cleat aligned with
the leach axis.
I would suggest owners of C375s
take a look at their sail. In this case, a
bit of prevention would have kept our
sail in good shape. I might be optimistic,
but we hope for another 20 years out of
those sails! –Francois Desrochers
CATALINA 350
C350 Association
Technical Editor
Bill Templeton
pbtemp6816@
verizon.net
Here in the mid-Atlantic region,
and especially coastal New Jersey, we
are reeling from the effects of Hurricane
Sandy. Living five blocks from the Toms
River in Ocean Gate I lost both cars
to flooding (in my garage where I had
put them to protect them from falling
trees), had to replace a few ancillary
items and the insulation in my crawl
space.…nothing like the devastation of
others, even my neighbors only a block
or two away. But what about Makani
Kai less than a mile away at Ocean Gate
Yacht Basin? Other than the “age old”
picking up a little water in the bilge (not
even enough to trigger the float switch)
from the Charleston spar….not a drop
of water in the cabins and NO damage
on deck. Why, when others….even in
closely neighboring marinas….experienced losses that probably won’t be
fully realized for months or even years.
Yes, of course, the marina is a major
factor in whether or not your boat
survives: What is the physical location
of the marina? Did you have the boat
hauled? Does the marina use cradles or
just jackstands? Does the marina use
jackstands in addition to cradles? A bit
shy of 200 of us are exceptionally fortunate to have our boats at Ocean Gate
Yacht Basin which is fairly high and
the staff (headed by the Mease family)
takes all measures to protect the boats.
The accompanying photo of “Catalina
Row” at Ocean Gate Yacht Basin was
taken by the Meases the day after Sandy
when the water had subsided by more
than two feet.
Hurricane prep by marinas and
owners has been and will continue to
be topics in the boat “mags” (especially
BOAT/US Seaworthy their damage
avoidance report). It’s not just hurricanes, but nor’easters, microbursts and
tornadoes can wreak havoc on coastal
SPRING 2013
environments. What, however, can we
do and what about or 350s. One of the
simplest and easiest things we each can
do is reduce windage. Each year a storm
is predicted I continue to be surprised
by the number of boats that have their
biminis and dodgers up. The number of
furling jibs with a few “wraps” of the
sheet around them. Dinghies hanging
from davits or loosely tied to the foredeck like a mattress on top of a car.
During and after storms I need both
hands and feet to count the number
of pedestal and winch covers strewn
about the yard. One year, when one of
the “typical” nor’easters came through,
my wife and I “cruised” the boatyard
during the storm and ended up with five
biminis from our friends’ boats home in
our garage …. saved from the ravages
of the wind. My 350 did a lot better
than my house and cars …. Makani Kai
was hauled for the winter the Thursday
before the storm and everything but the
pedestal cover (which was triply lashed)
was removed. As I said before we
picked up not a drop through hatches
and ports….but I heard (anecdotally)
of a 350 MKII that got so much water
in the aft cabin the mattress had to be
discarded…..I believe this is more the
exception than rule and hope to find
out more what happened in that case. I
call on all of you….what have been your
experiences with storms at the dock, in
the marina, on a mooring….not to look
for any flaws but what can you share
with other owners to give them the success, or warn them of a danger you have
experiences.
Again, here in the Mid-Atlantic
region…. we have just experienced
our second storm of the century - this
century……late last August Irene came
through.
Unlike what many of us are left with
following Sandy, three days after storm
last August our boat club (Cedar Mar
Yacht Club) embarked on what we now
call the “Goodnight Irene” cruise to
Cape May. Yes, we dodged some trees
and poles floating in the ocean on our
way but as the photo of Makani Kai
shows it was a lovely day two miles off
Wildwood…….perhaps the relative lack
of impact on the Shore by Irene contributed to some level of complacency in
preparing for Sandy….and now Sandy
will have given us a healthy respect! –Bill
Templeton
Companionway Steps Nonskid Revisited
Several years ago at one of the
Annapolis Sailboat Shows I was on a
Stephens 54. The interior was on multiple levels with a step down to the
galley. The step had an integral bead
of what appeared to be black rubber
to prevent slipping. In talking with the
builder/designer (who once owned a
Catalina 47) I asked about the rubber
bead. He proceeded to explain how a
groove was routed into the step; “blue”
or “green” tape was used to build up the
edges and 3M 5200 allowed to cure in
the built up groove; the cured 5200 was
then wet-sanded to produce the rounded
rubber non-skid tread. My immediate
thought was what a great project for
the winter, just bring the steps home and
do the project in the garage. I have oft
heard the adage that “necessity is the
mother of invention” but I am more a
believer that it’s laziness and not necessity. The “5200 non-skid” would be a
lot of work and needless to say it did not
get done. Then one day I was repairing
a screen door at home (no doubt one of
the ten grandchildren had gone through
it) when holding the spline in my hand
a light went off…..why couldn’t the
spline be the non-skid. I used a hack saw
blade to carefully deepen and square the
grooves in my companionway steps. I
purchased black .160 inch screen spline
at my local “home” store. Using any
common construction adhesive…sparingly…to hold the spline in the grooves
and pressing the spline tightly into the
groove with the same tool I repaired the
door with (actually the back of a screwdriver handle works well) completed the
installation. I used a fresh utility knife to
bevel the ends of the spline to match the
T13
CATALINA 350
| CATALINA 34/355
edges of the steps and voila….a custom
appearing non-skid for when water
invariable gets on the steps…..or when
socks and no shoes slide on the wood.
The accompanying photo not only
shows my steps with the spline nonskid and the materials for this project
but notice the top step has been cut per
Russ Peel’s modification in the previous
issue of Mainsheet. I have found his
change to the top step makes regular
(daily ?) checking of the engine much
simpler than removing the steps all
together…….and since “laziness is the
mother of invention” now I never put
off checking the engine! –Bill Templeton
C350 #333, Makani Kai
C34 Technical Editor:
John M Nixon
817 341-1219
jmnpe@flash.net
Rebuilding A Sherwood Raw
Water Pump
The model of the Sherwood that I
rebuilt is the G908. It has a cast bronze
housing for the impeller cavity with
the threaded ”inlet/outlet” on the top
of the housing (no front plate). This is
the standard pump on the M35BC and
M25XPB engines. I only rebuilt the
“water” side of the pump and as with
an Oberdoffer pump, I’ve found that the
“oil” side of the pump seldom leaks.
The water side seal on the pump
consists of two ceramic discs pressing
against each other. One disc rotates
with the impeller and shaft, while the
other one is stationary. The stationary
disc is also spring loaded to keep pressure against the rotating disc to form
the “seal”, keeping the water inside the
pump housing. There is a copper snapT14
ring that is inserted in the shaft to hold
the compressed discs in place.
I found that my “water snap-ring”
was almost completely eroded. That
snap-ring must be removed to separate
the two discs. The top disc and a brass
washer slide right off the shaft when the
snap ring is removed. I placed the pump
body in a vice and took a flat tip screwdriver pressing in the spring assembly. I
removed what was left of the snap-ring
with a long nose vice grips and pulled it
out. You’ll need to take the end of a flat
tip screwdriver and pry up the edges of
the bottom of the old spring assembly.
Then the spring assembly is easily pulled
out and you can see the larger snap-ring
that holds the oil seal in-place. Clean the
inside thoroughly.
To reassemble, put the pump body
between two pieces of 2x4 or drill a ¾"
hole in a 2x4, so the pump body will set
level with the shaft extending in between
the 2xs or in the hole. Then take the
new spring assembly (DEPCO# SH
12859) and coat the inside mating side
with #1 Permatex. Do not use #2 Permatex as it’s too soft, because you need
a hard seal! Press or tap the assembly
into position. I used a 1 inch PVC joiner
because it had the correct diameter and
only cost $1. Then clean any excess
Permatex that may squirt out. Coat the
shaft with some silicone spray and slide
on the mating ceramic disc (DEPCO
#SH 18806) and brass washer. You will
need a snap-ring tool to open the new
snap-ring. With one hand press down
and hold the two ceramic discs below
the snap-ring groove in the stainless
shaft and with the other hand slide the
snap-ring into place.
One of the Sherwood pumps’ weak
points is that the snap-rings that hold
the “water side” seals and the “oil side”
seals in place are made of copper. The oil
side isn’t a problem as the oil keeps the
snap-ring from corrosion, but in a salt
water environment the water side snapring will slowly corrode as salt water
is pumped. I changed my 5/8" exterior
water side copper snap-ring to a stainless one (Prospect Fastener Corp #SHI
5/8 inch). Those older Catalina readers
may remember when the heads made by
JAPSCO (late 1980s) had a copper “C”
clip on the bottom of the hand pump
assembly holding everything together.
That copper clip corroded rendering the
pump useless and JAPSCO later changed
to a stainless clip. I’ve passed this SS
snap-ring information on to DEPCO.
CATALINA 34/355
I’m not going to compare all of
the pros/cons of a Sherwood vs. an
Oberdoffer pump, but I will mention
a few of the less talked about aspects.
I found that when you have a Sherwood pump and it’s leaking water
that you can remove the bronze pump
housing (impeller inside) leaving the
water hoses attached and just move it to
one side. Then remove the pump body
from the engine and replace it with a
rebuilt pump body and reattach the
bronze pump housing w/impeller. No
unscrewing brass elbows or water hoses.
I also see that the inside brass plate that
the impeller rides on can be reversed if
one side is worn or scored.
My drive belt installation is not
captive by the inlet water hose as most
of the C34 Mk II factory installations
SPRING 2013
are. There is a simple fix that Bill Nuttall Irish Lady #1244 wrote up in past
Tech Notes – cut the inlet raw water
hose and install 5/8" garden hose male
and female fittings! Then to change the
belt, disconnect the fittings, change the
belt and reconnect the fittings – simple
as that!!
I’m sure that the procedures that
I used for my G908 Sherwood pump
are basically the same as for the other
Sherwood’s that have the bronze faceplate held in place by 4 screws. Those
older model pumps (Model # G902) are
used on some of the M25XP and M35
engines, I’ll guess the parts are probably
different?
I might also add that DEPCO Pump
Company (800-445-1656) has a service department (beside parts) and they
charge a flat rate labor charge of $37.95
to rebuild a pump, if you don’t want
to rebuild it yourself. I also discovered
that the G908 pump is a proprietary
Sherwood pump solely manufactured
for Westerbeke. That means all G908
pumps can only be purchased from or
thru a Westerbeke dealer!
This is the Sherwood drawing of the
G908. –Ron Hill, Apache #788
An Additional Halyard
Most Catalina owners have added
a spinnaker or 2nd jib halyard to their
boat. I would also suspect that after
a few years these same owners have
replaced both the primary jib and
mainsail halyards. If they are like me,
those “old” halyards still had a lot of
life left, but were changed anyway. I’m
also sure that they remain in the attic or
shed because they were just too good to
throw away!
This past year I was rummaging in
my attic moving around used sheet lines
and halyards. You can’t get anywhere
near their worth at a yard sale, but they
are still too good to scrap. Then I started
to think about the unused sheaves in
the top of the mast and the extra (unoccupied) halyard exit on the port side of
the mast. I was trying to think about
what I’d use that extra halyard for, but
it was evident that all that line in the
attic would never do me any good sitting up there. So I decided to rig up an
extra main halyard, and if nothing else,
it could act as a safety line while hoisting
someone (me!) to the top of the mast.
I called Garhauer Marine and for
minimal cost purchased a 3-sheave deck
organizer and a 3-hole fairlead. These
T15
CATALINA 34/355
| CATALINA 320
replaced those same items that could
only accept 2 lines. I made a Lexan pad
(5/16" thick) to match the 3-sheave deck
organizer and drilled a larger hole in the
outboard hole location of the organizer.
Then I mounted the new 3-sheave unit
by using the 2 bolts and holes of the
old organizer with the underside nut of
the 3rd sheave recessing into the larger
hole of the Lexan pad. I mounted a 3rd
turning block at the base of the mast
and swapped out the 2 lead for the new
3 lead fairlead.
It was easy to drop a 5/16" nylon
tracer line with a fishing sinker (for
weight) thru the top of the mast and
have a friend “fish it out” at the exit in
the mast. The tracer line was sewn to the
3/8" halyard and easily pulled through.
I had never used the factory installed
cleat behind the port side winch on the
cabin top; so it was a natural place to
cleat that new spare halyard to and hold
it in place.
I’ve already used that spare 2nd
main halyard as a safety line when I’ve
been cranked up the mast. Don’t know
of other use for that spare halyard at
this time, but it’s better than just having
it bundled up and stored in the attic at
home! A thought. –Ron Hill, Apache
#788
Reader Response to Chainplate Re-bedding Article in
Winter 2012 Mainsheet
The article on re-bedding of the
Catalina 34 chainplates was well
written and the pictures were great. The
only comment I have is on the choice
of sealant/caulk chosen. (I also have the
C34 #1065) I have in the past tried Silicone, Poly Sulfide, both of which broke
down and leaked again in a few years.
The last time I re-bedded the
shrouds I did all the same steps, except
the following. I cleaned out the rectangular shroud slot and the bolt holes then
sealed the core with epoxy to eliminate
the intrusion of water into the core in
case of another leak. I used 3M 4000UV
rather than 3M 4200 to do the bedding. I had called 3M to inquire about
the caulks and was told that due to the
forces and even slight movement of the
chain-plate the 4000UV was a better
choice. 5200 & 4200 do not have the
elasticity that 4000UV has. Additionally, 4000UV is specifically designed
for adhesion of metal and other materials (fiberglass, wood ...)
I too replaced the slotted roundhead bolts with hex-head bolts, which
will make the job of re-bedding much
easier in the future. And they are not
hard on the bare feet! –Gerry Misener,
1990 C34 #1065
Tech Ed Comments: Thanks Gary
for your comments. As always, It’s nice
to get reader feedback, and even nicer
when you pass along some additional
relevant information. I personally had
never noticed the 3M 4000UV or investigated the differences between it and
other similar caulking products. I suspect
this tidbit of knowledge will be useful
to many of us with chainplate seepage
issues, or any other deck mounted hardware with non-static load applications.
Guys and Gals: We need your
articles and ideas!
To all of you sailors out there that
either have good ideas that you have
incorporated onto your boats, or who
just have technical questions that we may
not have yet addressed in past Forum
discussions or Mainsheet articles: we
need your ideas and/or questions! Help
us help you by generating or passing
along articles here in the Mainsheet that
you find both relevant and useful.
Don’t be shy! If you have an idea or
question that you think would make a
good article, just drop me an email with
your thoughts and we will happy to see
what we can do. –John Nixon
C320 Association
Technical Editor
Chris Burti
252-753-4214
clburti@gmail.com
For this edition we have two new
Tech Tips. These consist of technical
information concerning the Seaward and
the Adler/Barbour products installed as
OEM equipment on our C320s by Catalina Yachts. They were provided to the
C320 IA email list by two of our members who received them directly from
the sources and I hope you will find this
information helpful. –Chris Burti, C320
Tech Editor, Commitment, #867
Seaward Products Update
Seaward Products has been purchased by WhalePumps, Inc. Because of
the long-standing relationship between
T16
Catalina and Seaward, the good service
we’ve received over the years from Seaward, and my own satisfaction in dealing
with Seaward, I wrote to Whale Seaward,
Inc. to ask if we might enjoy the same
good relationship. Here is their reply:
In regards to our continuation of
the direct support of Seaward products,
I will be honest and say that some things
will change and some will stay the same.
Our customers will still be able to speak
directly with our Tech support on our
new products that are still within the
warrantee range and we will be available for questions concerning our
stoves, ranges and cooktops.
We will also help provide the correct
part numbers or suggest alternatives for
the older models so that our customers
can order the correct items from our
new Authorized Service Center. The
change will be that we will be transitioning our service dept to our Autho-
rized Service Center, Sure Marine who
has been working with us for the past 20
years doing service and troubleshooting
as well as stocking a full range of parts.
Their information is;
Sure Marine Service, Inc.
5320 28th Ave NW
Seattle, WA 98107
Voice: (206) 784-9903
Fax: (206) 784-0506;
(800) 562-7797;
www.suremarineservice.com
We will also be selling our standard
replacement items (potholders, burners,
sea rails, etc.) through our distribution channels such as Fisheries Supply,
San Diego Marine Exchange, Englund
Marine just to name a few, you will be
able to find a complete listing on the
CATALINA 320
web site as we continue to update it.
Best Regards, Doug Stubbs, National
Sales Manager, ABYC Certified Marine
Technician, Whale Seaward, Inc., 802367-1091 Ext 207 –Provided by Warren
Updike, Warr De Mar, #62
Adler/Barbour Troubleshooting (and Waeco 50, 80,
and 90 series)
These units are simple to troubleshoot, but if for some reason you don’t
feel comfortable, or you don’t have the
proper equipment, we have a large distributor/dealer network to handle issues
in the field. Go to Cruisair.com and find
a dealer. Choose your state/location.
What is on the website is the distributors. They may be in another state or a
couple hundred miles away. However, if
you contact them, they can refer you to
a dealer located near your boat.
This is a simple troubleshooting
guide I’ve made up myself to help when
your system is not performing correctly. These are just some scenarios
I encounter everyday, and figured I’d
put them in this simple, layman’s terms
troubleshooting guide. Before you start,
there are a couple things you may need
to identify. The Coldmachines produced now contain two PC boards on
the actual unit. The front one (the one
including the LED troubleshooting) will
be referred to as just the PC BOARD.
The electronic board mounted to the
compressor itself is called the DANFOSS MODULE. If your unit only has
one board, and no board w/ the LED
light, then all you have is the DANFOSS MODULE. Please note, that there
is no way to bypass this board to jump
the compressor, and Danfoss has never
released any information to dometic
on how to troubleshoot this module,
or a schematic for the board inside.
The compressor is actually a 3 phase
AC compressor. If you try and bypass
the module, and run 12VDC directly to
the compressor IT WILL RUIN THE
COMPRESSOR. If your unit does not
have the two PC boards, the last section
explains the differences for your unit.
By law - unless you are EPA certified, you cannot handle or work with
any kind of refrigerant. Even though
R134A is sold at Wal-mart and auto
parts stores, you are not able to handle it
with out an epa certification. Dometic
can not assist in helping charge equipment with somebody who is not epa
certified, because we can be held liable.
Refrigerant, if not handled correctly can
not only cause harm to the ozone layer,
but can cause bodily harm, and lack of
oxygen if you are in a confined space.
SPRING 2013
Nothing will Start and no LED blinks
1.) Make sure you are getting the
proper voltage at the input of the unit.
At the input of the unit, not the batteries
or the breaker. Be sure that your connections are good, free of corrosion, and
are not loose or have fallen out.
2.) If so, check to see if you’re getting voltage through the front PC Board
to the top two terminals on your Danfoss module (Skip this step, if your unit
does not have the front PC Board). If so,
go to next step. If not check all the fuses
on your front PC Board. The 15a is the
main fuse for everything, and the 5a is
for the fan/pump circuit. There should
be another ½a fuse on the back side of
that PC board, that’s in line with the
thermostat circuit. Older units did not
have this.
3.) If you are getting the same
voltage through the PC Board to the
module, the next thing to do is to bypass
the thermostat circuit. To do this, you
will need to remove two wires from
your Danfoss module, T and C. It will
be a brown and a black wire. Once these
two wires are removed, you will need to
make a jumper wire, with two female
push on terminals. Put the jumper wire
on terminals T and C to bridge the two
(you can also use a pair of needle nose
pliers or what ever you have laying
around to make a connection, there is
no voltage present to hurt anything).
If the unit still does not start or try to
start, then you will need to replace the
Danfoss module. If so, proceed to next
step.
4.) If the compressor does start,
then it may be the phone cord end on
the thermostat, the phone cord connection on the board, or the speed resistor
on the inside of the actual thermostat
housing. To test the speed resistor,
unplug it, and check resistance with an
ohm meter across the pins on it. There
are three different ones we use, and it
should read; 270, 680, or 1500 ohms.
These resistors make the compressor
run at the proper speed for whatever
plate you have.
5.) If that checks okay, there is
really no way to test the phone cord
connections with out fancy equipment.
Save yourself time and money and just
bypass it. Cut the phone cord off the
end of the wire coming from the thermostat, install some female terminals,
and plug them onto terminals C and
T. The thermostat will work the exact
same as it did before.
I’ll go over the diagnostic blinks
you may get if an electronic problem
arises. The module has built in troubleshooting capabilities, that you can use
a 10ma LED bulb to determine what
the module thinks is wrong. The light
will blink a series of times, and pause,
then continue. This makes these units
very simple to troubleshoot. On the
newer units, we incorporated this into
the front PC board. If your unit does not
have this built in feature, you can install
your own LED onto the module. One
end of the LED goes to terminal “D” on
the module, and the other will need to
be piggy backed onto the positive fan
terminal on the module.
One blink – Low Voltage
1.) 99% OF TIME WHEN THE
MODULE BLINKS THIS, IT IS DEFINITELY LOW VOLTAGE. I have never
seen a scenario where this is not the
case.
2.) If you’re getting this code, then
most likely your unit is trying to start,
there will be a slight shudder, and then it
will stop and continue to do this.
3.) Watch the voltage AT THE
INPUT OF THE UNIT AS IT’S
STARTING AND STOPPING. You will
see a significant drop in voltage. The
low voltage cut off is 10.4VDC, but you
will probably never see it get this low
on your meter because of buffers etc
installed in the meter. If you see a drop
of over .5VDC you have a problem.
You will need to track down the boat’s
wiring, find the loose connection/corrosion that’s causing the high resistance.
You may even have a weak cell in the
battery.
4.) If you feel the voltage is sufficient, then the only other problem may
be the Danfoss module. However, I have
never seen the module fail like this, and
it’s an expensive part to replace, and
the replacement may continue to do the
same thing.
IF THE UNIT IS SUPPLED WITH
LOW VOLTAGE FOR AN EXTENDED
PERIOD OF TIME, THE MODULES
FAIL. I haven’t been able to get Danfoss
to say yes or no as to whether the low
voltage caused the failure, but that’s
what we have found usually happens.
Two blinks – Fan over current Protection Cut Out
1.) The module has a feature that
if the fan draws more than (1a older
modules, .5a newer modules) it will cut
everything out. This is simple to troubleshoot.
2.) Disconnect the fan terminal from
the PC Board (newer) or from terminal
F on the Danfoss module. If the unit
still blinks, replace the module. If not
replace the fan.
T17
CATALINA 320
| CATALINA 30/309
Three blinks – Motor Start Error
1.) If the compressor cannot achieve
a certain RPM in a given time, the
module will kick it out.
2.) Three things will cause this:
pressures have not equalized yet, unit
has been overcharged, or the Danfoss
module is defective.
3.) One, leave the unit off for fifteen
minutes, if it starts, then your unit had
short cycled for some reason. No need
to worry unless it does it all the time.
4.) Two, unit was charged recently,
and has been overcharged. If the unit
is overcharged, the compressor will
not be able to get up to speed because
it has been overloaded. Get somebody
on board who is EPA CERTIFIED,
to recover refrigerant lawfully and
according to EPA standards.
5.) If none of these apply, replace the
Danfoss module. Please remember, there
is no way to determine whether it is the
module or the compressor that is defective other than by replacing. However,
with all the Danfoss compressors I work
with every day, I’ve only seen a couple fail.
Four and Five blinks –
1.) I hardly ever see these. … Four
blinks mean that you’ll have to replace
the module.
2.) If the unit runs for a while then
flashes 5 blinks, it is due to a lack of
adequate ventilation. Unit needs at least
100 sq inches of air space to operate
correctly. It also will not work above
115 degrees without the water cooling
option.
3.) If the unit flashes 5 times immediately, replace the module.
Everything runs, but unit is not
cooling, or there is minimal cooling…
1.) First, check your condenser coil
(radiator beside the compressor), and
make sure that it’s clean and free of any
kind of debris.
2.) If all that checks okay, call a
technician on board. There is most
likely a leak in the system. The leak
needs to be found, fixed, and recharged.
Once again, THIS MUST DONE BY
EPA CERTIFIED TECHNICION.
Danfoss Compressors
Waeco and Adler/Barbour have
always used Danfoss compressors; however, they have changed over the years.
To simplify a rather technical explanation, there were pretty much two different types of compressors, 3 pin and
4 pin, with 3 being the newest, and 4
the oldest. You will need to remove
the module to see how many pins your
compressor has. There really is no way
to bypass the module, to hard start the
compressor. However, you can check the
resistance across the compressor pins to
see if you may have an open or shorted
winding. The three pin compressors,
you should have 2.3-2.5 ohms between
all three pins, and no continuity to
ground. On the four pin compressors,
ohm readings should be .2-.4, .2-.4, and
2.5-4.5 and no shorts to ground.
Unit drawing high amps
Typically, depending on the conditions, your unit will run anywhere from
4-6 amps. That depends on how much
you have in the fridge, how hot it is that
day, ventilation, clean coils, insulation
etc. If your unit starts drawing higher
amperage it could be a few different
things. First, check the voltage at the
input of the unit. The lower voltage gets,
the higher the amp draw. Second, check
your condenser coil to be sure it’s clean. If
it’s dirty, and has poor airflow, it cannot
condense and disperse the heat like it’s
designed to do. Another is the unit has
recently been overcharged. GET A TECH
ON BOARD. Last, it may indicate your
compressor is going bad, but as I said
before, it’s very rare to see these fail.
Unit blows fuses constantly
If your unit is blowing fuses as
soon as it tries to start, it’s usually the
compressor or the Danfoss module.
Disconnect the module plug from the
compressor, leaving everything else
wired like normal and try to restart. If
it does not blow the fuse, then the compressor is bad. If so, then the module is
bad. (Note, this tip is not from Danfoss,
it’s just what makes sense, and I’ve told
people to do this on numerous occasions and it seems to work).
If your unit is older, and doesn’t
have the PC Board
Basically, every test is the same; you
just don’t have the convenience of having
the LED already there. Won’t start,
bypass thermostat like above. Trying to
start, monitor voltage, unplug fan, then
replace module…. Follow the same steps
as above to find out what’s going on.
If not explained clearly, or you still
have questions, contact the dometic service department at 800-234-8778.
–Provided by Karl Mielenhausen,
Silver Lining, #690. Written by: Jacob
Prince, Dometic Technician.
Catalina Parts Update
All Catalina production is done in
Largo, FL now and all parts supply is
located there as well. Ken Roy is your
Catalina Parts contact: 727-544-6681:
ken@catalinayachts.com. –Provided by
Warren Updike, Warr De Mar, #62
C30/309 Association
Technical Editor
Edited by Max Munger
(410)-326-9024
catalina30@verizon.net
C30 Re-Engine, or Up the
Chickahominy without a
paddle!
We own Imp, a ‘90 or ‘91 Catalina 30 Mk II, TR, built in Florida, Sail
#5962, Universal/Westerbeake M25XP.
Purchased second hand in ‘93. First boat.
Spent three times more than we wanted
at the time but when my wife and I noted
T18
the installed Cruise Aire Heat Pump we
never looked at another. Love it!
Engine had about 600 hrs on it. The
engine had a hose connected to the oil pan
drain plug. I used that hose to pump out
the oil during changes. I unfortunately
never thought or felt a need to check that
plug to make sure it was not loose since
I never used the drain plug to change the
oil (Bad error!); And it is impossible to
get a wrench of any sort down below the
engine with enough swing room to check
it. I tried after it was too late.
We were motoring up (about 10
miles) the Chickahominy River when
my wife noticed an ever so slight drop
in engine rpm and quickly throttled to
idle, but the engine seized after a second
or two of a horrible scraping and rattling
sound. I was in the cabin and immediately
found the bilge full of oil. After too many
minutes to determine the leak we were
drifting down the Chickahominy toward
some very nice double level docks with
very nice power boats and party boats
under them. We were in forty feet of
water and I was afraid to drop the hook
for fear it would not set. When, Sharon
called out 27 feet, I dropped the hook
and between her working the rudder, me
working the anchor road using the current we were able to snag an abandoned
CATALINA 30/309
dilapidated barge dock and pier. We had
a reservation at Rivers Rest Marina for
the next two nights and a frantic cell
phone call to the owner, resulted in his
towing us the half mile to his marina.
What a lovely quiet marina great facilities, with incredibly friendly, helpful and
knowledgeable owners. The Blue Herron
Restaurant had wonderful meals, best we
ever had on Ches Bay.
After five days of trying to find out
where we could get the engine repaired or
replaced, the River’s Rest owner towed us
another five miles upriver to the Colonial
Harbor Marina. A very rural but super
friendly marina with and excellent repair
capability, principally for power boats
(restaurant closed for the season).
The Marina helped me hoist the
engine out and onto a truck that took it
to Trans-Atlantic Diesel. TAD was the
nearest repair shop I could find. TAD
tore the engine down and told me that
a rebuild, after all the damage and new
parts and labor would cost about $1500
less than a new engine. The next day I
visited TAD, looked at the engine and
agreed a new engine and transmission
was necessary. They also showed me that
the input shaft to the transmission was
very loose, and they did not rebuild transmissions. It was “only” $400 more for a
new transmission. Anyhow I ordered a
new “replacement” M25XPB and transmission for $8770 (included 2% tax). I
was very impressed with Sherry my POC,
her technical knowledge and answers to
my every question were very noteworthy.
Since I left them the old engine, and only
took back my alternator (a whole other
story), TAD did not charge for the pickup, delivery, tear down and rebuild evaluation. “Saved” $350. Now, I need your
assistance.
FIRST PROBLEM. The M25XPB is
certainly different from my old engine. It
is supposed to be shorter, slightly lower
and narrower, quieter and 2 more hp than
my 1990 M25XP. I am presently trying to
figure out how to run the new wire harness on the new control counsel from the
cockpit to the engine. I had hoped to just
attach the old harness to the new harness
and pull it through to the engine bed. No
Dice. It will not budge. I even pulled the
three drawer cabinet out between the ice
box and steps but can’t get the wires to
free up. I am planning on cutting one or
two accesses in the port cockpit locker
under the ledge to see if maybe the original harness is wire tied and screwed in
place. Any better ideas?
SECOND PROBLEM. The new
engine rubber mounts to the engine bed
do not match up to the original bolt holes.
I thought the original holes would have
SPRING 2013
to be filled and new holes drilled. BUT in
checking the old holes, I determined that
the wood encapsulated in the fiberglass
engine bed is seriously deteriorated. That
explained why it was so easy to back out
the lag screws that held the original shock
mounts in place. I am afraid all that wood
in the rails is rotten. Have you ever had
this problem surface? How do I rebuild
the engine bed? Can I cut off the tops of
both rails, grind out the rotten wood and
fill with West System? Would that much
curing resin generate a dangerous amount
of heat? Should I telephone West System?
Additional Comment: When I loosened the nuts to the engine mounts, I
could not believe they readily loosened
with a crescent wrench with just my foot
on the wrench. I had been putting penetrating oil on them, but I was surprised
they loosened so readily. Can you please
point me to any web sites that may offer
additional advice on this engine change
out and the problems I found? I am
going to start scanning all my copies of
Mainsheet from 1993 as well as my three
ring copy of Dick Dickens Tech Talk I
purchased from him back in ’93 or so.
A very long story, but thanks for your
time. –Charlie and Sharon Votava, IMP,
#5962, sensounico@juno.com, Virginia
Beach, VA.
After five days of
trying to find out
where we could get
the engine repaired
or replaced, the
River’s Rest owner
towed us another
five miles upriver to
the Colonial Harbor
Marina.
Starboard Bulkhead
Replacement
(Follow up to Dec 2012 Tech Talk)
The bulkhead replacement project is basically finished!!! (My girlfriend pointed
out where I had missed putting back
a couple of the screw, but other than
that, we’re done!) There is a before picture of the original bulkhead once it was
removed from the boat, and then an after
picture following installation of the new
bulkhead.
I was pleased to discover that the
bulkhead did, in fact, only bolt and screw
in place. It was also a relief to discover
that the trim was only stapled on - so I
was able to carefully remove it, and re-use
it. If anyone else is contemplating this
project, let me know and I’ll be happy to
share details. Time to go sailing again!!
-John, Night Breeze, #2075, Austin TX
oak_box@yahoo.com
C310 Association
Technical Editor
Bill Lewis
714-960-5367
wol1@yahoo.com
No submission this issue.
Please send your technical
questions for our next
edition.
T19
CATALINA 28
Dick Barnes
dickbarnes@earthlink.net
Creating More Shelf Space in
Mark II Galley
Alex Oakes and his wife, MaryLou
learned to sail on the Northern Chesapeake Bay in 1966 and haven’t stopped
since. They sail Ruby on Barnegat Bay,
NJ.
The high, narrow door under the
C28 Mark II galley sink hides a tall
cabinet space that can easily be better
utilized. All you have to do is to cut a
piece of ½-inch plywood in the shape
of a “right-angle” triangle and a couple
of ¾-inch by ¾-inch “cleats” to mount
it on and you’ve doubled the available
shelf space for those tall cleaning supplies.
Editor’s note: If you’re not very
handy--and I’m not--you can mount the
support cleats for the shelf with a pair of
Command adhesive strips or any strong
double-sided tape instead of screws. I
found it hard to measure, drill and screw
in the tight confines of the cabinet. Mine
are still holding fast after several months.
The front (facing door) side is 8
inches and the left side is 8 1/2 inches.
The long side (the hypotenuse) will take
care of itself, or you can try to remember
your high school geometry class! –Dick
Prop Pitch and Speed
Under Power
Question: To get more speed under
power, we replaced our original twoblade prop on our M3-20 with what we
were told by the prop shop to be the correct three-blade prop.
With the two-blade prop at 2,300
rpm we would move at 3.5 knots per
my GPS. With the three-blade prop we
cannot run over 1,800 rpm without
the engine temperature creeping up. At
1,800 rpm we travel at 4.2 knots with no
wind or current.
I feel like I should be able to move
faster and think I may have an incorrectly pitched three-blade prop. I have
checked my water pump and heat
exchanger and all are fine. What speed
do you normally cruise at and at what
rpm do you run with a three-blade prop?
–Chuck Howard, Zephyr, No. 277
A: Our boat is a ‘92, with the M3-20.
I had the same experience you describe.
A couple of years ago I decided to
buy a new three-bladed prop. The old
prop had “10” stamped on it as the
pitch. So that is what I ordered in my
new prop.
But with the three-bladed prop, the
motor overheated, put out very dark
smoke and I could feel a more significant
than usual vibration under my feet when
steering.
I took the old prop to a prop shop.
They measured the pitch and it was 7,
not 10.
I can only deduce that when the old
prop was made it was pitched at 10 and
that number was stamped on it. Before
we took delivery of the boat, the pitch
had been reduced to 7, but whoever did
it did not correct the number stamped on
the prop.
T20
So I had the new one pitched to 7
and it works exactly like the old one-wonderfully. I hope your situation is as
easily corrected as mine turned out to be.
By the way, we usually run at 2,500 rpm,
which produces about 5.8 knots. –Don,
Glory, No. 235
What’s the Right Gear
Under Sail?
Question: What gear should the
transmission be in when under sail?
When I am sailing in a light wind and
need to move faster, I put the transmission in forward and the boat moves
faster. What damage can be done, if any,
and why? –Gene Sheinkman
Answer: I was looking through my
Catalina binder just the other day and
came across a tag that I would guess was
attached to the boat key at one point. It
indicates that one should NOT sail with
the transmission in forward gear, either
use neutral or reverse. –Tony Bacon,
Vela Via, No. 191
A: Both my Catalina manual and
my boat yard say DO NOT put transmission in forward under sail. Use either
neutral or reverse. My boat yard says
this is counter-intuitive, but locking the
prop in reverse actually decreases drag
(less than in neutral with the prop spinning) and also decreases wear on the
cutlass bearing. –Clarence Jones, Prime
Time, No. 703
A: I agree with the others that reverse
gear is the option of choice. When
explained to me, in forward gear there is
“pressure” on the engine to “turn over”.
This will pump diesel into the cylinders
and could cause serious problems when
you decide to start the engine. –Sandy,
Eagle I
A: It is safe to sail with the Hurth/
ZF gears in neutral or reverse but never
forward.
The reason for not using forward to
lock the transmission is that the clutch
plates slip in forward and “grind/wear”
on each other. Reverse locks them up,
neutral unloads them but forward allows
them to slip on each other.
This causes undue wear on the
plates, warping and or polishing and
leaves metallic residue in the gear box
fluid. When you now run the vessel the
metallic bits begin to wear away the
bronze thrust washer and eventually
CATALINA 28
your gear begins to slip and requires a
rebuild.
If you have ever sailed in forward,
for any period of time, change the fluid
ASAP then change it again in about five
hours use to be sure it is all clean. It will
cost you less than $6 in fluid. For the
longest life these boxes ideally need the
fluid changed annually.
I can confirm that a freewheeling
prop like those shipped from the factory produce far less drag than one that
is locked. You are moving faster because
the prop is spinning in forward but it is
also causing the plates to wear. Neutral
will give the same or better speed boost
but minimize plate and thrust washer
wear. –RC Collins, Compass Marine.
Single-Line Jiffy Reefing
Question: The reefing setup on my
boat is what I think is factory original.
The main has one set of reef points. A
reefing line runs up from the coach top
to a sheave in the goose neck casting,
then back to the sheave in the aft end of
the boom, then up through the aft reef
point cringle and back down tied (bowline) to the boom.
The luff of the sail then pulls down
as you release the main halyard and the
reef point cringle gets attached to the
hook on the goose neck.
That’s what I have now but I want
to avoid going up to the mast to hook up
the hook at the goose neck
I want to rig this so that the same
line that pulls down the clew also pulls
down the cringle on the luff. I think they
call this a “single line” reefing set up. I
have heard pros and cons. Most of the
cons have to do with too much friction
so I’m installing a block at the luff cringle
to reduce the friction at that point.
Has any one set up this kind of
system on the C28 ? How did it work?
What were the pluses and minuses ? –
Bill and Nancy, L.O.L., No. 130
Answer: I have the single line reefing
system. All you have to do is run your
existing line from the back of the boom
to a pulley near the gooseneck, up to
the forward reef point, and back down
to the pulley at the bottom of the mast.
You can either pass the line through the
reef point or use a pulley.
The system works great. The reef
line is on the port cabin winch, and the
halyard is on the starboard winch. I put
the helm on auto, loosen the main sheet,
then loosen the main halyard at the same
time as I winch in the reef line. When the
sail is reefed to the boom, I tighten the
halyard, then adjust the main sheet. We
can be reefed in less than a minute all
from the cabin. –Mike Smalter, Worlds
Away, No. 539
Update: Thanks to Mike and all who
replied. I finished the installation today
and it looks like it will work really well
. I used small Harken blocks at both the
tack and the clew with 5/16 line. The
blocks are attached at the cringles by
using a stainless ring slightly bigger than
the cringle hole. On the starboard side I
had to add a turning block at the mast
step and another cheek block added to
the top of the deck organizer as well as
a clutch on the coach top . This is such a
cool setup . I can hardly wait to use it in
a nasty blow. –Bill Apt, L.O.L
| CATALINA 27/270
Where to add another battery
on Mark I?
Question: One of my winter projects
is to set up for a dedicated starter battery
and use two deep cycle batteries for the
house bank. A solar panel will be wired
to the house bank, as I’m hoping to use a
refrigerator next season.
But where to put the third battery?
It is too high to fit under the aft berth.
The tray behind the aft berth panel holds
two batteries now; turning them so they
are fore and aft would allow three but
require some fiberglass work while
stretched out or standing on my head. I
would like to avoid either. I could put
a tray over the fuel tank but I’d really
like it lower and closer to the engine.
Has anyone found a secret spot to
hide another battery? –Denis O’Keefe,
Brazen Article, No. 108
A: I have a 1990 C28, and I was
able to fit three batteries in the tray
sited below the cockpit and aft of the
stern bulkhead. The previous owner had
enlarged the bulkhead opening. I can
place two 6-volt, 225 amp golf cart batteries, wired in series, side by side in the
tray. This delivers 225 amps of 12 volt
power as the house bank. There is also
room for a third battery, which is the
750 cranking amp starting battery.
The first set of golf cart batteries I
installed lasted 10 years. I use a battery
watering system designed for motor
homes to easily top off the batteries. –Tim
Prouty, Encore, No. 26.
Technical Editor C27
Judy Blumhorst
judyb@hydesailsUSA.com
925.997.0786
Technical Editor C270
Phil Agur
530-677-6229
pjagur@sbcglobal.net
Masthead Spinnaker Crane
When she was introduced in 1992,
the Catalina 270 represented a significant
departure from previous Catalina designs,
including the predecessor 27. Her refined
canoe body, integral hull grid construction, and double spreader rig all represented significant upgrades that would
never find their way back into the 27.
There were a few features, however, that
owners of the Catalina 27 can emulate.
SPRING 2013
One of the most useful upgrades is
the installation of a spinnaker crane at
the masthead. On the C27, the masthead casting had a pin at the extreme
forward end on which an optional
block could be fitted for the spinnaker
halyard, as shown in the accompanying
figure. (Note that this is a later model
which was delivered with internally run
halyards, but the discussion which follows also applies to the older “over-thetop” configuration.)
When the C270 was introduced,
its masthead included a smooth bail
welded on a plate which was bolted to
the masthead fitting. This “spinnaker
crane” allowed an attached halyard
block to weathervane and to provide a
fair lead for the halyard. Possibly more
www.catalinadirect.com #Z2690
(c) 2012 Catalina Direct,
by permission
T21
CATALINA 27/270
| CATALINA 26
importantly, by moving the head of the
sail forward of the headstay, the chance
of tangling the headstay and headsail
roller furler was greatly reduced. The
arrangement is shown in the first photo
(previous page).
Now this reduction in problems
aloft was eyed enviously by the owners
of the 6000+ C27s, and the good folks
at Catalina Direct soon provided a retrofit alternative for the C27.
Note from Catalina Yachts: This is a
Catlina designed part and is also sold
through Catalina Yachts Parts Department. –Gerry Douglas
The current configuration available
is shown in the second photo. Unlike the
fitting on the C270, which bolts to the top
of the masthead, this unit is installed by
fitting over the aluminum casting and is
held in place by pins that replace those on
the forward assembly. The previous generation of this unit was configured such
that it was necessary to remove the pin
securing the headstay to the masthead.
While it has been reported that installawww.catalinadirect.com
#Z2686
(c) 2012
Catalina
Direct, by
permission
tions of this unit were possible with the
mast “in the boat”, this refinement is a
welcome change, and one which makes
the installation of the unit possible, albeit
challenging, by a man (or woman) aloft.
Note that installation aloft is not feasible
with the old style external halyards, since
it requires removal of the pin serving as
the axle for the forward halyard sheaves,
which cannot be safely unloaded with
the “over-the-top” halyard arrangement
with a man aloft.
The unit is delivered with two
extended length 5/16 rivet head pins.
The following is an overview of the
required disassembly and installation
steps, based on my experience on Snagglepuss:
1) Block the mast on horses or by
other means such that the spreaders are
vertical (we’ll describe why shortly),
with the rivet heads on the pins to be
removed facing up.
2) Remove the cotter and pin at the
forward end of the casting intended for
the spin halyard block.
3) Remove the cotter and pin that
serves as the axle for the two forward
halyard sheaves. If done carefully with
the mast on its side, this should allow
the two sheaves and the splitter plate
to rest in place for the next round. If
you haul someone up the mast on the
main halyard to do this on a newer mast
with internal halyards, be very careful
to restrain the sheaves and splitter plate.
4) Place the crane assembly over the
end of the casting, and align the pin/axle
holes.
5) Drop the new pins/axles in the
holes and secure with either rings or
cotters. MAKE SURE that the splitter
plate and the two sheaves are properly
captured by the new axle.
6) Hang an appropriately sized (at
least 2" with a 1500lb working load)
swivel headed block on the bail of the
crane. Don’t forget to mouse the shackle,
it’s a long way to go up and replace it!
That’s it. The final photo is of a
crane installed on Dr. Judy’s Bijou
during her well documented refit.
If you want real luxury, consider
replacing the masthead sheaves with
ball bearing replacements. Somehow the
boys and I did that with the mast up. I’ll
tell ya, this is all easier when the mast is
down, and you get to avoid the telltale
Plonk – Splash of a ball bearing sheave
hitting the deck and the drink.
The joys of boat ownership are
never ending. PZ
C26 Association
Technical Editor
Art Harden
937.885.9380 (o)
937.477.5544 (m)
Well, it has been 4½ months since
Sea Belle has seen the light of day, but
she will soon be coming out of hibernation. Now is an opportune time for those
of us in the north to check our standing
rigging before the sailing season starts.
Let’s see; back-stay…..check, portside
side-stays…..check-check, and starboard side-stays…..check-check, forestay….? Hmmm…. Now when was
the last time I saw more than the top 6
inches of the fore stay, or for that matter
the turnbuckle on the bottom?
For those of us who started with
smaller boats, hanked on head sails
were the norm. But when you reach
the size of Capri 26, most boats have
T22
a roller furling system. A hanked on
sail is a lot more efficient than a roller
furler, but it is definitely not as convenient. Based on various emails within
the Capri 26 Yahoo group, there are a
few 26 ers’ out there without a roller
furling system, but they seem to be far
and few between. If you are an Olympic
style racer or just a truly dedicated racer,
then hanks are the way to go. But for
the single-handed cruiser, the safety and
convenience of a furler can’t be beat.
The CDI furler seems to have been
the standard for Catalina in the produc-
tion line and, more specifically, the CDI
FF4. It is hard to imagine that we’re
talking about a sailing device that was
introduced over 105 ago. Yes, I did
say one hundred and five years ago.
Although Major E du Boulay in England
is attributed as the original inventor, the
first furler patent was held by Major
Wykeham-Martin in 1907. Murray
Scheiner, a sailor and professional rigging designer from Great Neck, New
York, modernized the furling jib in the
late 1960’s and the popularity of the
device spread. OK, so much for the history lesson, back to the CDI. (http://
en.wikipedia.org/wiki/Roller_furling)
The 1990’s vintage furler has several issues that CDI improved on over
the years. First is the size of the opening
to the drum. The early CDI’s had an
opening of only 1-1/4 inch in diameter
and a limited cup alignment holes. The
newer models have improved greatly in
both areas.
CATALINA 26
| CATALINA 25/250 & CAPRI 25
Alternate Furling
Systems:
If you are wondering why this is
important, it all has to do with friction.
The smooth operation of the furler can
be greatly hampered by poor alignment
of the furling line. A significant misalignment reduces the mechanical advantage
of the drum. If the furler is 2 inches in
width and the drum is 3 inches in diameter, you obtain a 1-1/2:1 mechanical
advantage, which increases as you add
windings to the drum. The engineers out
there will say that you still maintain the
mechanical advantage (which technically
is true), but the ineffective forces created
by the friction point greatly hamper its
operation.
At this point you have several
options; redrill the alignment holes in
the cup; enlarge the opening; or replace
the cup with a new one from CDI for
about $80.
A second option to improving the
performance of your furler is to replace
the original HDPE (High Density Poly
Ethylene aka plastic) bearing with a
roller bearing to the tune of $166.
By the time you buy a new cup, ball
bearing and replacement halyard (if yours
is like mine, it is due) you have spent
about $306 on parts. At this point you
are halfway to the cost of a new system
through one of the internet retailers.
The CDI is by no means the only
furling system in the fleet. We have
reports of Plastimo, Harken 00AL, and
Hood Seafurl 705 systems floating out
there. Each system has its pluses and
minuses, but for me I will stick with
the CDI for now, but some modifications to the original 1992 design are
coming during my spring rigging program.
Keep a little tension on the furling
line as the sail unfolds. It will cut down
on some of the overlap in the drum.
Here’s wishing you a smooth start to
the 2013 sailing season. I’ll see you on
the water soon. Oh, by the way, don’t
forget to check the side-stay tension rod
nuts during your spring rigging. They
have a nasty habit of coming loose, but
that is for another article. –Art
The CDI furler seems to have been the
standard for Catalina in the production line.
Catalina 25/250 & Capri 25 International Association
C25 Association
Technical Editor
Paul Zell
catalina25tech@
Going Aloft
There are various ways to get up the
mast: one can be hauled up in a bosun’s
chair, ascenders or a tackle arrangement
can be used to haul oneself up, or a device
with step loops can be hauled up the kerf
of the mast to provide a sort of ladder.
Safety first is the rule when ascending
the mast. It is always preferable to have a
separate safety line attached as a failsafe
precaution. On Sparky we have a comfortable bosun’s chair purchased at a reputable marine store. Normally, getting up
the mast is a two person job for us. One
person goes up and one person hauls.
One of the first things that a mate
had a lad do when he signed on a sailing
ship was to climb up in the rigging. Being
aloft was essential to the running of the
ship. We do not often have to go up our
masts, but we should be able to do it.
First of all do not let it frighten you. If
done properly being hauled up the mast
is not that big of a deal. The boat will not
tip over because there is weight near the
masthead. There may be a little movement exaggerated from the deck to the
masthead, but it is entirely tolerable.
It is done like this:
1. Main halyard is attached to
bosun’s chair.
2. Our halyard is routed back to
cockpit and through rope clutches to a
cabin top winch.
3. Person hauling uses winch with
winch handle for advantage and uses
rope clutches when necessary as chair is
hoisted up the mast.
4. Person in chair helps as possible by gripping mast to relieve some
David Gonsalves
Capri 25 Association Technical Editor
John Schramm
capri25tech@catalina-capri-25s.org
SPRING 2013
weight on the way up. One can step on
the spreader attachments close in to mast
to get an extra boost for the last portion.
5. The jib halyard is attached to the
chair as a safety line and gets periodically tensioned on the way up. This halyard also runs back to cockpit through
rope clutches. Note that this line may
need to be unhooked and reconnected
when passing the spreaders.
6. After finishing work aloft the
winch person gently lowers the chair
alternating between the main and jib
halyard as the person in the chair keeps
contact with the mast on the way down.
Remember to unhook and reattach
the safety line again when passing the
spreaders on the way down.
Once you have done this a few
times, it is very easy and much preferable to dropping the mast when some
little job needs to be done aloft.
Note from Catalina Yachts: Swing keel
models should have the keel in the fully
down position before going aloft. –
Gerry Douglas
T23
CATALINA 25/250 & CAPRI 25
Keeping it cool down below
on a C250
This was the first major mod to Joint
Decision, our Catalina C250 Water Ballast. After our our first summer spending
long weekends in Biscayne Bay back in
2005, the decision to install AC was an
easy one.
The plan was to install the system
aft of the head and inboard of the head
locker. We planned to install the pump
in the bilge, aft of the water ballast tank,
the 110 VAC power management in the
head on the aft bulkhead, and install a
new bulkhead in the gap on the port
side of the cabin steps to mount the AC
Vent and controls.
At the local West Marine in Fort
Lauderdale, we purchased the Dometic
Airrrr conditioner kit because of their
return policy. We liked it because it
has a pretty small foot print. The unit
and all of the components cost around
$1,800 (2005).
The pump system was included in
the Dometic Kit, but we had to jump
though a few hoops to find pipe connectors that allowed putting it all together.
The connectors are joined using reinforced plastic hose and double stainless
steel screw clamps on all barbed joints.
The space under the bilge is very
limited so I wanted a means of securing
the pump system while allowing easy
removal
for
repairs/replacement.
I should patent this design since it
works so well! The Pump is mounted
on a small Starboard plate that has
angled side edges that match the sides
of securing plates all mounted on the
base plate. Two screws at the back of
T24
the base plate stop the Pump base plate
moving beyond them. The wooden fillet
holds the pump base plate in position.
To remove the pump I just have to pull
out the wooden fillet and slide the pump
base out of the base plate.
The base plate remains (glued) in
place in the bilge. There’s not a lot of
height in the bilge aft of the access plate,
but enough to get the pump and base
plate. If I need to service the pump it is
easy to remove. If I need to replace the
pump, the new one will just get screwed
to the base and slid into place. No holes
in the hull.
The AC unit will sit on a 3/4 marine
ply shelf. It has two holes for the cooling
water pipe from the pump and the
drainage hole in the base of the AC Unit
pan.
The AC vent and controls are
mounted on a new bulkhead. It is
installed on the Port side of the cabin
ladder. It does not present any change in
habit as we don’t ever squeeze through
that small space into the aft berth. It had
several coats of varnish before install.
The first hole in the hull took a bit
of moxy. Hole 1 is for the AC system
cooling water discharge. First a pilot
hole from the inside. Then a larger
hole in the liner. Next started the hole
through the hull from the inside and finished it from the outside. That way I a
neat hole on both sides of the hull. The
larger hole is to allow for the flange nut
of the through hull.
Wasn’t sure which way to position
the seawater inlet. Decided it was better
to have the flow from from forward.
This pic shows the inlet is aft of the
swing keel and the ballast drain. Internally the inlet is a couple of inches aft of
the water ballast aft bulkhead.
The hull is pretty thick aft of the
Water Ballast tank. But I still made a
backing plate, kinda redundant. It’s
epoxied in place and 3M 4200 sealant
keeps everything dry.
Once the system was installed on
it’s shelf I made ply covers for the two
exposed sides. The aft cover is secured
to a strip mounted vertically on the
inboard side of the locker bulkhead and
the inboard cover is mounted to the
new bulkhead. Both are secured to the
mounting shelf and a fillet on the front
edge of the aft cover connects the two
covers on the inboard aft corner. The
tops are not attached to anything but
have reinforcing strips on the inside. A
few screws and the entire front cover
comes off for maintenance. The Flexible
duct connects to the air output on the
AC unit and the air discharge vent on
the new bulkhead.
The new bulkhead is secured to the
inboard side of the exterior head bulkhead. A white plastic pipe support is
used to secure it to the port side cabin
step tube and two screws are in place
on the bottom of the new bulkhead to
secure it to the step of the aft berth.
With everything installed we had to
launch the boat to test it. Worked like
a charm. The option to go below and
cool down during Florida Summers was
worth every penny.
We carry a 1700 Watt generator
(on top of the fuel locker) to power the
system when on the hook, it consumes
about a gallon of gas over a 7 hour
period when the AC is running.
You can see more pictures of this
project on our website in the Photo Gallery under the Projects Tab.
There is a Better Way...
...don’t tow it,
Stow it!
G
arhauer's dinghy davits allow you
to safely carry your dinghy to secluded
anchorages. Forget about the hassle of
towing a dinghy and all the potential
problems that causes, not to mention
the penalty of decreased boat speed.
Experience better performance in passage making and sleep better at night
knowing your dinghy is secure.
All davits are made to order, based on
the transom design and dimensions of
your boat.
Davits are sold in pairs. Each davit arm
is one-piece welded and polished
stainless steel construction, built with
the rock solid durability that all
Garhauer hardware is known for.
Each davit arm comes complete with
6-1 purchase triple block system,
including cam cleat, snap hook, 60’ of
line, along with cleat for fastening line.
Included is stainless cross bar cut to
length for your particular installation
DINGHY DAVITS
dinghy not included
with davits
DD 6-1
height 33”
arm length 36”
DD 6-1, 1 in. tubing
DD 6-1, 1-1/4 in. tubing
DINGHY DAVIT
ACCESSORIES
Davit Pivot Base
with backer plate
Davit Pivot Base
For any angle transom mounting of
arm, with backer plate.
Stern Rail Davit Clamp
Clamps davit arm directly to 1” stern
rail for lateral support.
Stern Rail
Davit Clamp
1082 West Ninth Street,
Upland, California 91786
Phone: (909) 985-9993
FAX: (909) 946-3913
email: garhauer@garhauermarine.com
http://www.garhauermarine.com
&
A 30 Year Partnership
of Enduring American
Craftmanship!
Outfit your Catalina with Distinctive
Edson Accessories at EdsonMarine.com
facebook.com/edsonmarine
twitter.com/edsonmarine
Edson International • New Bedford, MA
(508) 995-9711
www.edsonmarine.com

Catalina 350 International Association

Transcription

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