Catalina 380/387/390 International Association

Transcription

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MAINSHEET
editorial:
managing editor
Frank Butler
President Catalina Yachts
editor
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associate editor
Carol VandenBerg
830 Willow Lake
Evans, GA 30809
Phone (706) 651-0587
Fax (706) 651-0533
Winter 2013 • Vol. 31 • No. 4
Subscription information:
technical editor
Gerry Douglas
Designer & Engineer
Catalina Yachts
gerard@catalinayachts.com
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About our cover:
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Racing was truly spectacular on
the main Bay, and many of us
were fortunate to have one of the
many AC72’s pass close by during
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1
MAINSHEET
VOLUME NUMBER WINTER 31
4
2013
FEATURE:
your majesty, there is no second.”
4“Ah,
• Sailing or Flying?
• Where are the American sailors on American’s Cup Boats?
• Tacking Out onto the Big Water
COLUMNS:
9Sailing’s “Must-do List” By Mike Simpson [CM440]
10View from the Bridge By Bill Welsch [C34]
12Close Encounters By Chuck Finn [C38]
14Fleet Development By Rod Worrell [C30]
36
ASSOCIATIONS:
16 IACA
18 One-Design Associations
40 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.
EDITOR’S BARQUE
By Carol VandenBerg
One More Road Trip
We all live such committed lives the
usual answer is, “We would really like to
but…” But every once in a while it all comes
together. No notes on the calendar, no
guests for the weekend, no projects to complete and you feel like you have just caught
the golden ring.
I have driven many miles with Jim and
his C15. Some were long rides home – rather
quiet, with thoughts of “what should have
happened to finish further up.” Others, we
are joyful with the trophy in the back seat. I
am just the support team, so I can not share
in the loss or the victory, except to listen.
But we have had fun returning to places
we loved, seeing friends every year at the
nationals, seeing young children who sailed
with parents having their hand on the tiller
and being good competition.
This 18-hour road trip took us down
memory lane to Lake Geniva in Wisconsin
to a national regatta with the PRO being a
friend we haven’t seen in 20 years. Jim made
a new friend in his helmsman and two crew
members. The sailing was exciting and a
very rewarding experience. The 18 hour ride
home was one of the best – even with no
trophy in the back seat. You really can go
back!
As this year comes to a close my New
Year’s wish for you is that in 2014 you have
one more awesome road trip.
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
2
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 18
Mark Wilson
Oxnard, CA
CATALINA 320
Rod Boer
Hatboto, PA
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PRODUCED BY
AMERICA’S CUP FEATURE:
“AH, YOUR MAJESTY, THERE IS NO SECOND.”
By Jim Holder, Publisher and Editor
T
hese were the words spoken
to Queen Victoria in 1851.
Disappointing to say the least.
But while the eight minute lead
by which the American schooner
America defeated 57 other yachts
in the race around the Isle of
Weight seemed large at the time, it
seems mild compared to the biggest
comeback in sports history, turning
a 1 to 8 deficit into a 9 to 8 win.
As exciting as this incredible
victory was, however, has technology overtaken, or at least diminished, “sailing” skills? Now don’t
jump to conclusions. Yes, there
was a lot of skill and expertise
demonstrated in the defense and
victory of the Cup, but in the end,
in my opinion any way, there was
no contest of skill, just raw SPEED.
Only a catastrophic breakdown by
Oracle could have given victory
to the Kiwis. The American boat
only needed to stay upright to win.
Notice I said “boat” not Americans,
there was only ONE American
out of eleven on board, but that’s
another story.
Sailing or Flying?
The long history of the America’s Cup has seen a multitude of
changes over the past 34 times it
has been sailed. Every regatta has
shown unusual and marked innovations to marine technology. Thus
the evolution of sailboats, especially speed, was put into high gear.
Rule changes have been revised
as well, scrapped and battled over
to the present evolvement with millions and millions spent in lawyer
and court costs over time. One has
to wonder just where it will all end.
I’m not sure but it seems to me we
just might be at the point of no
return, but maybe not.
By this I mean, has innovation stretched beyond the limits
of “sailing” as most of us know
4
it? Speed has become king but is it
at the sacrifice of individual skills?
Today’s America’s Cup boats only
require about half the crew to be
really skilled in tactics, sail trim
and boat handling feel. For the
most part, the immense speed of
these boats requires computerized
and hydraulic controls to take over
from humans. The individual FEEL
of the boat has been taken away
from most of the crew.
I do agree the present competitors were competing in boats, but
are they really sailing? Are these
giant, 86’ catamarans, sailing or
flying? A recent article in USA
Today had some very interesting
facts about these boats as compared to modern day commercial
airplanes. Most of their speed is
generated off a 131-foot (that’s a
13-story building just for perspective), wing of carbon-fiber and
Kevlar that attains speeds up to
50 miles per hour. At this speed
the hulls rise out of the water onto
foils and actually does fly, or foil
as they say, with speeds around 20
plus miles per hour, at which time
boat is actually airborne except for
their rudders and foils.
Just as commercial aircraft rely
on computers, sensors and big data
to maximize performance, these
high tech craft also rely on computers and sensors. The Oracle
Team USA boat has more than 300
sensors that collect vast amounts of
performance data, transmitted to a
server in the hull. There are 3000
variables running about 10 times
a second, measuring everything
from strain on the mast to angle
sensors on the wing that monitor
wind effectiveness of each adjustment being made. Depending on
what is being measured, the Oracle
team collects a feed of roughly 150
key data-points that are sent to the
chase boat computer in real time to
analyze for maximize performance.
The chase boat is the analytical
hub where myriad programs are
run while Oracle is sailing. In addition to a database the Oracle team
relies on various display screens
mounted around the boat run Java
applications that show the crew
data generated from the sensors.
Quite an advancement and at a
cost of untold millions.
On a more practical note, Ellison’s (Oracle CEO) vision was to
make the races more spectatorfriendly and more enticing to television sports viewers. To this end he
has made great strides and is to be
congratulated and highly praised.
He has taken sail boat racing a
giant step forward to make it interesting and understandable to the
general public. Of course Gary
Jobson’s commentary was priceless
as usual in helping to make everything clear to Joe Public.
No matter how you view
the current format, as a sailor
or casual bystander, you have to
wonder what lies ahead. Will the
boats leave the water all together,
hmmm? I guess we will just have to
wait and see if they will be sailing
or continue to fly. What do you
think? Has the cost become too
much and has it diluted the field of
challengers? This has come up in
past contests and the powers that
prevailed took steps to go back to
a more cost-friendly requirement.
Ah, but the thirst for speed can be
very demanding of human nature.
One more disturbing thought
to all you die-hard, old-fashioned
sailors, the October issue of Sail
has a picture of a Laser sailing
above the water on a foil. The magazine comments that with Lasers
able to convert easily to foiling, we
are now looking at mainstream. Is
this an unstoppable tsunami bound
to categorize us all as dinosaurs of
the sailing world and soon to be
extinct? Time will tell.
Where are the
American sailors
on American’s
Cup Boats?
The America’s Cup has so many facets: a
long and storied history, its future, the boat, the
participants, the many people who support the
campaign and, of course, the spectators.
We know the history but what about
the future of the Cup? Will it ever return to a
“national” sport again? Commentator Gary
Jobson at the conclusion of the races answered
that question by saying, “The Americans are not
producing nor do we support young American
sailors.” Does the future support sailing so we
may again have an “American” team?
In late September I was “the support team”
(a nice term for someone who goes along for the
fun and gets to hold the dinner tickets) for Jim
who got a ride in a regatta with 83 boats on the
start line at the Lake Geneva Yacht Club in Fontana, Wisconsin. Having sailed there before we
were excited to return and were on the way in
three days after the invitation’s arrival.
The Lake Geneva Yacht Club is close to
breaking ground for a Buddy Melges Sailing
Center. The concept and the fundraising for the
center have been headed up by yacht club members and financially supported by many sailing
foundations, recognizable sailing names, including
Ted Turner, and individual contributions.
On the wall in the clubhouse, next to a sepia
photograph of the original clubhouse, is a rendering of the proposed new non profit sailing
school facility that is included in the Sailing
Center, all of which is a tribute to Buddy Melges
and his decades of achievement in sailing. As I
read the accompanying artwork I felt the mission statements included Host Regattas, Provide Facilities, Expand Interscholastic Programs,
Develop Programs for Instructors, Increase Use
of the Sailing Center as a Community Facility.
Help put American sailors on American
boats! Support a young American sailor at your
sailing club or community sailing program.
Make a contribution to a local high school or
college team. House a competitor for a few days
while he or she is doing an Olympic campaign.
For additional information on the Buddy
Melges Sailing Center visit their website at
www.buddymelgessailingcenter.org
WINTER 2013
5 5
Christopher Halloran / Shutterstock.com
By Carol VandenBerg, Associate Editor
design to come
AMERICA’S CUP FEATURE:
Tacking Out Onto the Big Water
Gehres, supporting ER doctor at The America’s Cup
By James Paschal
One of San Francisco’s Fire Department EMS teams
Gehres checking a defibrillator at Kaister Permanente
Clinic on Pier 29
Tacking Out onto the Big Water
FROM ASC TO THE AMERICA’S CUP ER ROOM
By James Paschal
One beautiful summer day back in 1993,
the dad of “Little Gehres” Paschal scurried
around the Augusta Sailing Club frantically
trying to locate her. Several hours before, she
had properly told dad that she was “Going
Out”. Jim Paschal had proudly watched the
results of ASC’s Junior Sailing Program as
she “tacked out” onto the Big Water at the
lake, the orange sail becoming fainter as she
rounded Lake Springs Point. The little Sunfish boat vanished toward what is now, 20
years later, her current role as a supporting
ER Doctor at The America’s Cup in San
Francisco.
That eventful day in ’93 was the beginning sign that the independence which sailing
instills- the quest for adventure, challenges,
and daring which has been the mantle of
sailors for thousands of years- had taken hold
on “Little Gehres”. Taken her from Lakeside High, The University of Georgia (where
in 2005 she was featured as “An Amazing
Student” in the student paper-The Red and
Black), and The Medical College of Georgia,
to the mountains of Guatamala, Costa Rica,
and Peru, where she was helping to provide
medical care where there was none. Dad Jim
recalls a photo of her riding a donkey as she
transported medicines and supplies to a moun-
6
tain clinic. And of phone calls demanding of
a hospital to treat a street orphan in Costa
Rica…”maybe that was Nicaragua…” says
Dad. A few years back, “I got a call from Tanzania, it was then that I questioned the decision to teach her to sail. But Mom, Sinclair
Jackson of Evans, Grandparents, and Great
Grandparents were all sailors- I knew it was
in The Genes!”
Doctor Gehres Paschal is “sailing” in
her role in San Francisco as part of Kaiser
Permanente Health, a Supporting Partner to
The America’s Cup. She gained the position
through the Residency Program of St. LukeRoosevelt Hospital (Columbia University)
in New York City, where she in her last year
of Trauma ER training. “She should have
been completed with all this years ago, but
we couldn’t keep her away from those Central American mountain clinics, and a year
approved by MCG to obtain a Masters in
Global Health from The University of California-San Francisco”, laments Dad.
Certainly Mom, Dad, and The Augusta
Sailing Club “Village”, are proud that one
of our own has made it to “The Super Bowl”
of sail racing! Little brother Will, a sailor
in many championship competitions, an
instructor throughout the East Coast, and a
sailor in many parts of the world, says “…
who knows where she will be next.”
At the 1 to 8 score she had been invited
by the Kiwis to New Zealand in four years.
Sorry boys!
Doctor Gehres Paschal is “sailing” in her
role in San Francisco as part of Kaiser
Permanente Health, a Supporting Partner
to The America’s Cup.
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Introducing the 275 — a fast, fun, easy-to-sail weekender!
Catalina
275 Sport
The handsome hull is coupled with a powerful rig with large main and selftacking jib, which makes the 275 not only fast, but also super-easy to sail.
The cockpit is what the 275 is all about. The helmsman will become
reacquainted with the simple pleasure of steering a well-balanced
responsive boat with a tiller from the comfortable, ergonomically
designed outboard coamings.
The new Catalina 275 Sport just may be the boat you’ve
been waiting for.
Maybe you want to recapture the pure joy of sailing in a
simpler but stylish boat that doesn’t require much effort
or crew to get you out on the water…
Maybe you no longer need the amenities or
complications of a larger boat just to enjoy an
afternoon out on the water with a few friends…
Maybe a pretty and fast boat will just be more
fun to own!
The new Catalina 275 Sport is the 5 Series’
newest design from Catalina. It reflects
what many sailors have told us – they
no longer need that big boat, but don’t
want to give up racing or day sailing.
They are spending fewer nights
aboard, but still want the ability to
overnight, even if it’s an occasional
trip with kids or grandkids.
The 275 Sport was designed to
meet these desires and exceed
expectations. We started with
a modern, long waterline,
and kept the beam modest to
allow trailering.
Accommodations below are adequate for weekending or
just getting out of the weather, and an enclosed head
is always appreciated, even on day sails.
275
Preliminary Specifications
Length Overall
8.38 m
27’ - 6”
Length of Hull
8.38 m
27’ - 6”
Length of Waterline
8.10 m
26’ - 7”
Beam
2.59 m
8’ - 6”
Fin Keel
1.42 m
4’ - 8”
Wing Keel
1.11 m
3’ - 8”
Sail Area Actual
35.30 m2
380 sq. ft.
Sail Area 100% Foretriangle
29.54 m2
318 sq. ft.
Mast Height Above Water
11.89 m
39’ - 0”
I
10.49 m
34’ - 5”
J
2.74 m
8’ - 9”
P
9.60 m
31’ - 6”
E
3.50 m
11’ - 6”
Approx. Basic Weight
2,268 kg
5,000 lbs.
Ballast
Fin Keel
925 kg
2,040 lbs.
Wing Keel
998 kg
2,200 lbs.
Draft
All measurements are approximate and subject to change without notice.
All the best elements of
successful previous models come
together in the 275. Might this be
just the boat you’ve been waiting
for?
COLUMN
|
Sailing’s “must-do list”
Sailing’s “Must-do List”
Marathon, Florida
By Mike Simpson • CM440
For those of you looking for a great
southern Florida destination, take a look at
Marathon, FL.
Nestled halfway down the Florida Keys,
it is a great location to tuck into for foul
weather, re-provisioning, and repairs. Boot
Key Harbor provides 360 degree protection,
all while you are resting comfortably and
secure on one of the 280+ mooring balls. As
of this article, the balls can be rented for the
day ($23) or monthly ($330) – tax included
on both rates. If you prefer a marina, there
are plenty of options – each giving you amenities such as access to pools, restaurants, and
dockside bars. Of course, they also provide the
necessary basics such as electricity (30A and
50A), water, and dockside pump-outs.
Marathon is most often viewed through
the window of a car as one travels down
Highway 1 towards Key West. That is truly
unfortunate as there is plenty to see and do
here without having to deal with the “craziness” and crowds of Key West. Marathon
hosts great destinations such as the Dolphin
Research Center, the Turtle Hospital, Pigeon
Key, Sombrero Beach, and Sombrero Reef.
The reef is touted as one of the best in the
world and should not be missed. It’s an easy 6
miles from the channel leading into Boot Key
Harbor and there are public day use mooring
balls to pick up once you’re there. They are
close to the edge of the reef, so as soon as you
are in the water, you will be seeing everything
right below you. And, don’t forget fishing can
be done from the shallow flats to the deep
ocean.
Getting to Marathon is rather easy by
boat. Coming from Miami you have the
options to run the outside of the reef or cruise
down Hawk Channel. I recommend the Hawk
Channel route as it is protected and out of the
wandering Gulf Stream. Waves will be broken
by the outside reefs and your ride will be much
easier on you and the crew. You have good
depth all the way, but pay attention to the reefs
and shallow spots along the way. HOWEVER,
if you travel between August and March, be
prepared for lobster pots. Tons of them. Think
minefield and multiply whatever figure you’re
imagining by one hundred. If at all possible,
transit by daylight so you can see them. We
did this route once at night and the floating
buoys would appear out of nowhere just out
from under the bow lights. We probably hit a
few and were lucky not to wrap the prop. And,
WINTER 2013
in October, you will get another round of pots
as stone crab season opens… You can break
up the trip down by stopping overnight behind
Rodriguez Key, which offers good holding and
protection from southerly winds.
From Key West, simply point east up the
Hawk Channel and it’s a straight shot. With
the right winds, it can be a great day sail.
From Ft. Myers and northward, follow
the coast south and head towards East Bahia
Honda. The water can be scary skinny on the
“bayside,” but with good charts, an updated
plotter, or local knowledge, you’ll have no
trouble navigating through it. The bottom is
fairly flat so there are few things that the keel
will be bouncing into. Having a 5’ draft or
lower is a must if you transit this direction.
There have been plenty of times we’ve only
had 6’ of water under the boat – I still find
it hard to believe when I dive under the boat.
A bit unnerving as the pucker factor goes up,
but if you follow your charts and the navigational aids (which are everywhere and well
maintained) you’ll be ok. When you approach
Marathon from the north and if you plan to
go into Boot Key Harbor, you will need to
come under the Seven Mile Bridge. We’ve gone
under this bridge over a dozen times now and
the clearance has never been lower than 67’,
so even with the tall rigs on our 440’s, there is
plenty of room. If you’ve loaded up your masthead with extra gear and/or antennas, then
you should consider going through at low tide.
But, you’re only going to get another foot.
Coming up to Boot Key Harbor entrance
and the various marinas is an easy approach.
Just stay in the channel and hug the green
markers if traffic allows it. If you wander
outside of the channel, you will be aground
in less than a foot or two of water. If Marathon Marina or Burdines is your destination
for a marina layover, you’re already there as
they are first off the channel. The Boot Key
Harbor is past the now removed drawbridge.
There is still a cable across the span at 65’,
but we have never touched it. Care should be
taken for especially high tides, just to be on the
safe side. Once in the harbor, radio Boot Key
City Marina and they will quickly assign you a
ball. The ball fee also provides you with access
to fully modern (and cleaned daily) toilets
and personal washrooms, laundry machines,
internet access, mail pickup, weekly pump
outs and water (currently $.05/gallon). Tune
into channel 68 every day at 9:00 a.m. for the
local Cruiser’s Net. It’s a friendly group of
boaters who are more than happy to provide
assistance and local knowledge.
Marathon has a Home Depot, West
Marine, Winn Dixie, Publix, and Kmart all
within walking distance of Boot Key. So it’s a
great place to pick up spare parts and provisions. Taxis are readily available and travel
anywhere on the island is $5 each way. There
are also a few yards with service techs on site
who specialize in Yanmar, Mercury, Yamaha,
etc. And they have 40 ton lifts onsite if you
need to pull the boat for any reason.
If your travels take you up or down the
Keys be sure to check out Marathon. You
will be pleasantly surprised with its charm,
warmth, and opportunities to explore.
9
COLUMN
|
VIEW FROM THE BRIDGE
View from the Bridge
Sophie Rose Helplessly Hoping
By Bill Welsch • C 34
As members of the Punta Gorda Sailing
Club* since 2006, we have gone on some
great cruises and met some wonderful friends.
The “best forty bucks per year we spend on
anything,” we often say.
Last spring we were helping with some
of the email communication for the Club’s
annual Conquistador Cup Regatta and
noticed that the event included a “fun pursuit” race for cruisers. Always on the lookout
for an excuse to sail our 1990 Catalina 34,
Sophie Rose, I sent in my application and,
assisted by a couple of great neighbors who
love to sail, participated as captain in my first
race ever. Unperturbed by our less than stellar
finish (suffice to say we didn’t get a trophy),
I decided to enter the PGSC’s recently held
“Long Day Race.” If this were a Hollywood script, I’d be triumphantly heralding
a dramatic “David versus Goliath” victory
over such racing stalwarts as Diva Gorda,
Panache, Jammin’ and Serendipity.
Ok, so much for Hollywood.
We came in so far last we were worried
the committee boat would give up on us and
go home. To the credit of P.R.O. for the race,
PGSC Racing Captain John Lange and his
crew, they stayed put and we at least got to
hear the toot of the air horn as we tacked
across the finish line.
And here’s the really weird thing.
Despite my rather dismal racing results,
I think I’d enter Sophie Rose in other such
races. Given the dreadful results, one would
have to ask, “why?”
One obvious reason would be that any
time spent on the boat is better than time
spent doing most anything else. Because we
keep the boat at Burnt Store Marina, entering
a PGSC race is an all-day event with lots of
TOW (Time On Water.) How can you go
wrong?
There are, of course, all of the more logical reasons to race, like learning to handle
the boat in a wider range of conditions,
adjusting to changing weather circumstances,
and so on. All true, but not really at the heart
of the matter.
The truth is that deep down somewhere
in the murky depths of my psyche lurks the
faintest hope that our little boat with its
well-worn sails, fixed prop, and imperfect
captain could sneak by all the “real racers”
and snatch a place on the podium. Call it
crazy hope, wild dreaming or out-of-touchwith-reality nuttiness, but there’s always that
glimmer of hope.
And what’s life without hope?
See you on the water.
* The Punta Gorda Sailing Club (PGSC) is an active group of sailboat racers and cruisers who
live in the Punta Gorda area on the Southwest
coast of Florida
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COLUMN
COLUMN| VIEW
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There are, of course, all of
the more logical reasons
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wider range of conditions,
adjusting to changing
weather circumstances,
and so on. All true, but
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11
COLUMN
|
CLOSE ENCOUNTERS
Close Encounters
Old Salts vs Light Wind
One opportunity to tour a boat was offered by our Technical
Editor, Steve Smolinske when he asked if I would like to “tour” his
boat (Peregrine) in the Van Isle 360 race. This offer came at a great
time for me as I had just retired and was looking for a little adventure,
so of course I said YES… and then began to look into just what I had
gotten myself into.
Turns out this race has a reputation for challenging both boats and
crew over the two weeks of highly variable weather, tides, currents,
etc. it takes to circumvent Vancouver Island. The inside legs are technical, with lots of opportunity to get in trouble on uncharted rocks and
winds that sometimes just don’t make sense. I recall one part of the
race where several boats were hard over but sailing backward on one
side of the course while others were drifting in light winds forward,
yet they all were within a half mile of each other! The offshore legs
are challenging as the North Pacific is well known for high winds and
waves this time of year. So… I thought, this could be one of my more
interesting “tours!”
Steve and his crew are all accomplished sailors with lots of racing
experience, so I knew I was in the best of hands. Lots of experience also
translates into a bunch of old guys as our average age on the foredeck
was 64 and it did not get much better in the cockpit! In fact. the crew
was “named” by other boats in the race as the “Old Salts” which we
carried proudly and even had put on tee shirts. It also appeared this race
is just the kind that would allow the Catalina 38 design to excel as there
would be strong winds and lots of pointing, which is what she does best.
By Chuck Finn • C38 Commodore
One of the many benefits to belonging to the Catalina
38 International Association is the linkages we have to
others around the world. It seems there are Catalina 38s
in just about any port with owners that are welcoming and
willing to give you the tour! Our listserve has many examples of skippers making arrangements to get together. In
just this last season, I have had the pleasure of meeting
and touring five C38s across the country. And while we
are still considered a “One Design” fleet, most of our
boats have evolved significantly over the years whether
as an upgrade or an accommodation for their location.
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COLUMN
So, you can imagine our disappointment when the weather this year
dealt us the bad hand of light winds for several hours almost every day!
We would get a good lead that would just drift away as we sat dead in
the water while lighter boats were able to accelerate on zephyrs. After
trying about every sail combination imaginable and finally discovering
that of the truly impressive sail inventory Steve carries that the only one
light enough to move us at all is his tattered old staysail, which was
quickly disintegrating! As we are lying about in the cockpit on about
the third day, I remarked to the crew that the tour was looking more
like a “walk in the park” than a challenging race. After all these years,
you would figure I would know better. Because of course that is when
the weather decided to get even more variable! Yes, we had hours of no
wind, but when there was wind it was the kind that had the crew scrambling for sail changes in the middle of the night in driving rain. And on
the last leg to the finish, Peregrine’s spinnaker pole actually bent which
is truly something to contemplate! As I was leaving, a friend emailed
me with an inquiry of how I was doing. I replied “I am wet through all
clothes and the sleeping bag is soggy and you don’t want to know how
it smells... Have more bruises than I can count and wore out three sets
of gloves. So, I think you already can tell it has been a GREAT time!”
Turns out this race has a reputation for
challenging both boats and crew over the
two weeks of highly variable weather,
tides, currents, etc. it takes to circumvent
Vancouver Island.
WINTER 2013
|
CLOSE ENCOUNTERS
Merry Christmas
from Mainsheet
Make a New
Year’s Resolution
to write a story
for Catalina
Mainsheet in
2014!
13
COLUMN
|
FLEET DEVELOPMENT
C310
Burgees
10 Fleet Development
in
ation • www.catalina310.org
this section of Catalina Mainsheet? Contact your C310 Association Editor.
st and December 1st.
Paradise
The Agenda Man
A quarterly feature of the 310 IA
eet Association Editor
MOVING?
section of Mainsheet
es
Catalina 310 International Association
• Mark
C30Zabawa
enn Avenue By Rod Worrellc/o
will feature our
s, OH 43212
Phone: 636.410.0641
association burgee
mark@zabawa.net
14.481.6744
perhaps
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vancedreading.com People and purpose are two primary
vibrant associations.
know
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Annual and
Dues $24
Others $28 (U.30
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International
Catalina
Ever since ourAllCatalina
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tions” where
you 30 Association grow.
al Editor
Coast organizational meeting in March 2002,
Let dock,
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visit or happen to be “stuckJoin or Renew form on page 56.
s
Thanks
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’n and
DESTINATIONS SPOTLIGHT__________________________________________________________________
motor. Ernie chose to switch-out his Catalina
the most return on their recreational investn early
30, Second Love’s engine five years ago, pioment. Your fleet may have similar events or
spend
weeks
Bill Lewis, 310 Technical Editor, Allez-y!, Hull # 73 • Read the story on page 10!
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24 Miles to Catalina Island, CA
14
43
neering an electric inboard complete with lots
of batteries. The result has been remarkable.
Second Love is absolutely quiet under way
sailing and motoring! Dependably ready to go
vs. the temperament of a diesel engine which
also became an engaging Tool Box presentation that others have converted to.
Our members lean toward the social
side. If needed, hard-core racing is available
on the bay sponsored by other associations.
However, so we don’t get too relaxed, Ernie
invented a more laid back fun race series,
calling it the “Can You Do It?”. They occur
three to four times each season with participants keeping their own time and accumulating “scores”. We can even choose which
direction to sail the 12 mile triangular course
per boat. Each Can You Do It? concludes with
a well-attended dock party and dinner.
Choices of local harbors to sail to overnight and return back in a weekend are not
as numerous for us as may be for the Chesapeake Bay folks. Instead, Ernie puts spice
into the few destinations we have and makes
them memorable events! Converging on a
small private harbor on Bolivar Peninsula,
near Galveston, is an example of where we
have sailed to on several occasions during the
summer at a neat vacation house. There we
can all tie-up our boats alongside each other
and, importantly, spend lots of social time
together in air-conditioned comfort. Delicious
regional meals – each themed by professional
chef friends of Ernie and his wife, Judy are
prepared for us. Wish you could sample their
tasty faire! Karaoke, dancing, guitar playing
by my wife Lucy, swimming and fishing have
all taken place. Certainly, a very good time is
had by all.
You might ask, “Dairy Queen”? That is
our beat the heat of July traditional gathering
spot for the ever popular “Ice Cream Social”.
Because we have done this for so many years,
the DQ’s owners can predict our annual
migration to their place off Highway 146 in
Kemah and have always welcomed our occupying a portion of their dining room much
longer than it takes to consume a typical
Hunger Buster.
One summer, Ernie challenged all of us
to decorate our boats and parade the Clear
Creek Channel not once, but three different
times – each based on a theme. Our boats
and crews were decked out as Pirates in June,
Patriots in July and Parrots in August. There
were some pretty creative results!
Yes, our summer days do get hot and
humid. Ernie’s solution: start with Happy
Hour, followed by dinner then go sailing in
the cool of the night complete with a rising
COLUMN
|
FLEET DEVELOPMENT
full moon to glow on the water and light
our way. And it can get cold in December in
Houston, witness our annual Christmas gathering and cookout with coats on!
Because of the perseverance of members
like Ernie, our fleet is alive and well. We’ve
become an extended family to one another
is the result. Morgan, the granddaughter of
our fleet captain, Denny and Kate Fegan,
was a curious, shy five year old when we first
became acquainted with her. Over time, her
regular sailing with grandma and grandpa on
Quest has taught her much about boat handling and sailing techniques. Today, at 16, as
a confident sailor, she is an example of the
future generation of the sailing market. We’re
glad to see her grow and love the sport!
Brothers Ken and David Brooks have
for many years included their father, Don,
as crew on Ken’s C30, My Time. We’ve all
enjoyed Don’s participation at many of our
activities, including the Can You Do It? races,
and are inspired by his fortitude. Now, more
advanced in years and less present, we can
appreciate his times with us – especially at our
annual Ice Cream Social.
People’s busy life styles, work, the weak
and strong economic cycles, family balance,
etc. has affected our membership. For all of
the Catalina 30s one sees in our local marinas,
their owners are absent and the boats sit idle.
We came up with a fleet brochure and sent
it out to all of the Catalina 30 owners in
this region registered with the Texas Parks
and Wildlife, inviting them to come and see.
The response was a 10% capture (5 new
members). Not missing a beat, our monthly
planned events have taken them in and
expanded their use of their boats. We are glad
to welcome and get to know them, too.
The Fleet 10 family has seen our own children develop, too. Not just as Dixie’s faithful
crew, but in life. Alma has become a young
woman and now, happily married last year
to Jeremy (who wants to go sailing when visiting us from their Fort Worth home). David
is living his ambition of not only completing
college, but also fulfilling his goal to serve
America in the United States Marine Corps.
Lastly, Katy, who was only 10 when we
started Fleet 10 and eagerly attended most of
those start-up meetings, is admired now as she
pursues her college degree while also working
part time.
Recently, we’ve rallied together as family
when Ernie’s wife, Judy, suddenly passed
away without any advanced indicators. Judy
was always the “ying” of the Ernie and Judy
“ying/yang” – a great couple that we all love.
The good news is that Judy is cruising on the
Heavenly Seas and Ernie is as enthusiastic as
ever about being our Fleet 10’s Agenda Man.
Thank you, Ernie! –rworrell@worrelldesign.
com
WINTER 2013
15
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 9207, Fayetteville, AR 72703 •
Annual Dues: $15 (Catalina Owners without Organized Association Annual) • Join or Renew form on PAGE 40.
Commodore: Dave Mariano, davemsr@bell.net
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 Fleet 21
Catalina Fleet 21 members young and
old gather to celebrate 40 years of Catalina
sailing, friendship and adventures.
If you were a new sailor worth your salt in
1973, you started your sailing adventures on
a Catalina 22’. That is exactly what a handful
of hopeful sailors did that year, organizing at
Chalet Nursery & Garden Center in Glenview
Illinois. A Catalina sales center at the time,
sailors Fred & Shirley Collins (both former
Commodores of the Fleet) were there as two
of the first charter members.
To celebrate our fantastic 40 years, Fleet
21 members gathered in August at the Michigan beach front home of Fred & Shirley Collins for a great festival of dancing and sharing
of old sailor stories. Fifteen former commodores including current commodore Pat Reynolds were on hand to celebrate the anniversary. Our skippers and crew represent a mixed
bag of all ages, and sailing experience from
novice to Coast Guard licensed captains. We
have artists, entrepreneurs, housewives, philanthropists, musicians, industrialists, nurses,
sales reps and just about any profession at the
tiller and wheel.
In the past 40 years the Fleet has averaged 100 plus boats each year with harbors
represented from downtown Chicago, harbors north to Wisconsin, through Hammond,
IN and Michigan City, IN. Our spring and
summer sailing outings have included overnights to Michigan, harbor hopping to the
Catalina Rendezvous in Holland, MI, sailing
flotillas to the North Channel in Canada, and
intermittent pizza parties, Skipper School,
16
SeptOberfests and dinghy races with a very
wet finish! Fabulous educational meetings
have taught us about cooking on two burners;
boating safety, weather seminars, nautical
music, sail trim and a special Brown Bag Auction each January that helps us get rid of, and
acquire someone else’s sailing stuff.
Over the years, that small group of Catalina 22’ skippers has expended its horizons
and traded up with the majority of the fleets’
vessels as Catalina 30s and larger. Many of
skippers and crews have had smooth seas,
surprising conditions that produce great sea
stories, and challenging crossings that have
had us learning and laughing at our ambitious
adventures. Throw in some racing and some
giving back to local communities through
our Mariners’ Fund and you get a snapshot
of our sailing life. In addition to the sailing
season, we have ventured with our crew members to charter boats in Caribbean waters and
enjoyed winter skiing when our sailing season
is on hiatus at home.
For forty years, we have met new friends,
shared a camaraderie for a sport that we
love; watched our fellow sailors bring new
little sailors into the world; marry fleet crew
members; sadly say goodbye to some great
old salts; and move on to new horizons where
ever the wind blows. Nothing compares to
the fellowship and common adventures that
we have shared over the years.
Happy 40th Anniversary Catalina Fleet
21!
Clinton River Catalina Association
We had a good season this year, our water
levels did come up and sailing on Lake St
Clair was good. Some of us went to Put-InBay, OH for a week long cruise, but most of
our cruises stayed on Lake
St. Clair.
Our association has
members retiring and
moving away as do all
associations. This leaves all of us asking one
question. Where are the younger Catalina
owners? We would like to urge all Lake St.
Clair Catalina owners to join us. Our name
Clinton River Catalina Association does not
mean you have to be on the Clinton River, we
have members all up and down the lake. We
would like to urge our Canadian neighbors
that we share this water with, to join us on
one of our cruises to enjoy the camaraderie
and experience the great time we have.
CRCA will be holding our elections in
November and I would like to take this time
to thank my officers for their time and commitment this year. You all did a great job! –
Commodore Chuck Reed
Gulf Coast Catalina Cruisers’
Panhandle Excursion
gulfcoastcatalinacruisers.com
Weather and Mechanical Issues didn’t
stop the fun! At Fort McRee anchorage, a
favorite rendezvous spot just inside the Pensacola Pass, nine boats gathered to celebrate
the start of the Spring 2013 cruise with a potluck Bon Voyage Party.
IACA
Day 1 - Oysters and craft beer at the Salty Hawg
Saloon.
There were two alternate courses to sail
on the first leg to reach Eagle Harbor in St.
Joseph Sound near Port St. Joe - either out the
pass and along the Gulf Coast or through the
bays and cuts of the ICW.
S/V Chanticleer (C350), S/V Arkeoo
(C350) and Frolic II departed at 10:00,
Sunday, April 28th headed offshore for a
22-hour overnighter. S/V Liza (C320) headed
inside on the ICW and planned to meet up
with the other vessels along the route. While
S/V Liza anchored behind Specter Island
near Hurlburt Field, the other three vessels
were offshore close hauled for the first few
hours before the rolling swells increased and
forced them to engage their engines. Then the
mechanical issues started to crop up. Arkeoo’s
engine temperature gauge was inching into
“overheat range”. With her engine off, Frolic
II eased along side to provide a thermal thermometer. Luckily the problem was the gauge
for the engine temperature was fine - so back to
motor sailing. Then at 2:00 a.m., Chanticleer
lost her power. 16 miles off shore in 3-foot
swells, Arkeoo’s dinghy transferred a fuel
pump from Frolic II to Chanticleer. The “hair
raising transfer” provided a different type of
pump “jerry rigged” to enable Chanticleer to
get underway again, very slowly, sailing in
light winds and using the engine (with pump)
at low RPMS and sparely. As the Monday sun
was just about to set Chanticleer limped into
the Port St. Joe marina (across the sound from
Eagle Harbor in St. Joseph Sound) and were
met by S/V Zephyrina (C350)’s crew. Wine
and Oysters helped relax the weary crew and
provided an opportunity to share technical
information. Fortunately, Zephyrina’s spare
part cache held the appropriate fuel pump!
Arkeoo and Frolic II had motored earlier
to the anchorage at Eagle Harbor and met up
with S/V Partager (C34) and S/V Irish Lady
(C350) for an evening of laughter, tall tales
and freshly caught fish on the grill.
Zephyrina and Partager left the following
mid morning for an overnighter to the Pensacola Pass, to end their many month cruise to
the Florida Keys and the Bahamas.
While all this was happening, Liza daytripped from Specter Island, Hogtown, and
Smack Bayou on Choctawhatchee Bay then
into Panama City, where rain squalls and
squirrely winds forced Liza to stay put. The
4 boats still in PSJ made an executive deciWINTER 2013
Day 2 - Cinco de Mayo Festival with great
Guacamole dip and $2 beer, but a 3.5-mile walk
to the festival and a rainy windy walk back to
the Marina
The Honey Hole on Water Street
sion not head for Apalachicola due to weather
forecasts but rather made for Panama City to
join Liza. Great shore attractions became the
Plan B itinerary while the weather kept them
tied up.
After another day of dodging the raindrops, Liza headed for east to PSJ motor
sailing with their headsail full of wind and
the current with them for averaged 6.6 for
the entire 46 miles. From there they headed to
Apalachicola - the only G3C sailboat to enjoy
the museums, oyster bars, quaint shops of this
historic town.
Frolic II headed back west via the ICW and
anchored on the east side of Choctawhatchee
Bay. Chanticleer and Arkeoo, with their masts
too tall for the 49’ to 55’ ICW bridges walked
around town waiting for the ‘morrow.
After checking the weather, rechecking
the weather and the checking it again plans
were made for the two remaining sailboats,
Arkeoo and Chanticleer to leave at 1:00 p.m.
Arkeoo successfully threw the lines and began
her pivot in the fairway when the Captain and
Admiral noticed the vessel gaining speed only
in reverse. The pin in the transmission arm has
snapped and the boat would not go into for-
ward. With lots of onlookers yellowing “Put
it in Forward, Put it in Forward” the Captain
yelled to the Admiral “Hold on. We’re going
to hit hard!” and with that the stern, more
aptly the dingy, collided with a fishing vessel
and an abandoned vessel. Luckily the dingy
took the brunt of the hit and there was no
damage! Unbelievable!
After a couple of hours waiting to repair
the issue, the two C350s headed out in gusty
winds. That was not the weather prediction,
but it was hoped the winds would lie down
before dark. It was not to be. A short, 10-foot
chop greeted the boats as the pass churned
with tide and current. Bow and anchor were
lost in the waves as the stern rose out of the
water. There was no turning back now. They
were committed. The seas leveled out to 4 ft.
once through the pass. However, 20 kt steady
winds were just slightly off their noses until
2:00 a.m. But at 10 PM Chanticleer’s died
again, what could it be this time?
The winds and seas finally died down
around 4:00 a.m. Shortly after sunrise, fog set
in. With no radar, Arkeoo made it to the Pensacola Pass around noon.
Chanticleer was not so lucky. With winds
practically nonexistent, Chanticleer was
becalmed for nearly a day and made very slow
progress. Just east of Pensacola Pass on day 3,
after almost 90 miles they hailed Boat US for a
tow back to their slip. A thorough mechanical
check identified algae in the fuel tank as the
culprit of the engine problems!
S/V Liza made a comfortable return from
Apalachicola, taking several days and using
the ICW route.
Oh! The tales these sailors can tell.
On October 19th GCCC will meet for a
fall raft-up! Check the website -http://gulfcoastcatalinacruisers.com for details or email
John Sheehan @ gccc31@yahoo.com
A short, 10-foot chop
greeted the boats as the
pass churned with tide
and current. Bow and
anchor were lost in the
waves as the stern rose
out of the water. There
was no turning back now.
They were committed. The
seas leveled out to 4 ft.
once through the pass.
17
CATALINA 470
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 9207,
Fayetteville, AR 72703 • ANNUAL DUES: $25.00 (US Funds) • JOIN Or rENEw fOrM ON PAGE 40.
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
Back in California
Bill Martinelli, Commodore
It’s the 14th of September and the deadline for my Mainsheet article is tomorrow
and I don’t have a clue what wonderful
thing to write about…
Took a break - two hours
have passed and I am
attempting this again.
Presently I am sitting
in what was my computer imaging department where we used to
do post-production of our
18
Treasurer: MIKE DAVIS, ayewash@jerodisys.com
Technical Editor: JOE ROCCHIO, jjr@onward.ws
photography assignments. This at one time
generated mucho pesos (aka: dollars, a bit of
my Mexican Spanish sneaking in), a matter of
fact paid for our 470 and then some!
Yes, I am back in California not cruising in
Mexico. When I stop to think about it, I really
have to think hard why I am not still cruising
in Mexico. The real answer is we only receive
visas for 180 days meaning we have to leave
Mexico and then go return. This we could do
by driving north, crossing the border, making
a U-turn crossing back in to Mexico, go to the
immigration office to get new visas and head
back to the boat for another six months. But,
since we still have property and friends in the
San Francisco area and still have mileage on a
couple of airlines, what the heck!
The other thing is this allows Julie and me
(me a bit less than Julie) to indulge in some
retail therapy. I shop for pieces and parts for
the boat and Julie shops for who knows what
but whatever it is it fills up a number of bags.
We try to fly back down to Mexico via first
class (remember we are using miles, not pesos)
this allows us two free checked bags each. Our
record on one of these flights is ten bags. I’m
hoping not to break this record - that included
two computer bags and two other carry-ons
along with six checked bags.
These days, what I shop for are items
for projects I make up so I don’t have to lay
around in the sun, read a book, nap, go swimming or kayaking but actually do something
that lets me get out a screwdriver or a pair
of pliers. True, once in awhile something on
the boat malfunctions or breaks but now after
almost three years in Mexico I have enough
pieces and parts as spares that I can fix just
about anything between breakfast and lunch.
Being from the San Francisco area where
cooler temperatures prevail, the color of our
dodger didn’t really matter. Ours is Captains
Navy (dark blue). Well, it really matters in the
Mexican heat! When the boat is at anchor or
in a slip we normally put the window covers
on to provide some shade. The problem is that
they are dark blue, so one of the things I am
hauling back on the plane is a number of yards
of silver Sunbrella (light gray) to make new
covers. I found that the lighter color lowers
the temperature on the back (inside) of the
fabric by 30 degrees. That’s 135 degrees down
to 105 degrees on a 90 degree in the shade
day. One of the things I learned from Hector
the canvas guy in La Paz is that if you want
Sunbrella fabric; bring it with you because if
it is available down there (questionably) it is
twice the price.
We’ve been here five and a half weeks
now. We have grey overcast at the moment,
a cool, typical summer in San Francisco. The
America’s Cup continues today and Tuesday
and looks like the Cup will be won by the
New Zealanders…
Wow! USA just won a race and is back in
the hunt! When we get back to Mexico, I’ll
have to listen to a Kiwi cruising friend boast
about it or he will have to listen us boast
about it as we are playing cards. Then Julie
and I will have to show him how badly he can
lose when playing Baja Rummy.
Well, I still don’t know what to write
about so I think I’ll go start packing some
bags. Only ten more days, then back to
Mexico – Whee!
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.
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
• ANNUAL DUES: $35.00 (US Funds) • JOIN Or rENEw fOrM ON PAGE 40.
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
Summer Season 2013
Steve Cooper, Secretary/Treasurer
I hope all of you sailors had a very exciting
sailing season. My sailing up in Northern
Michigan/Canada/Wisconsin is all but done.
Although we had a very
windy, cool and rainy
season on the Great Lakes
it was still one where we
did a great deal of sailing
instead of motoring. Our
visit to Canada’s North
Channel was, once again,
fantastic. We visited several of our favorite anchorages and had the
opportunity to visit with many sailors aboard
their boats. If you haven’t discovered for
yourselves that we CM 440 owners have one
of the best cruising/live aboard, just go aboard
other boats our size—there is no comparison!
Association business: I hope to continue
to be of service as your Secretary/Treasurer,
and I am more than willing to send out your
requests to other members. Our membership
continues to grow each year, and we have
more than adequate funds in the treasury. The
Officers of our Association encourage you to
contact any of us for specific information. In
the past year, several of you have contacted
me with issues to see if one of our members
had a solution to a problem, and I am proud
to say that when there have been issues, there
have been so many of our members willing to
provide solutions. Thank you for your willingness to respond to keep our members on
the water.
Column
Spotlight:
Sailing’s
“Must-do
List”
Marathon,
Florida
By Mike Simpson
CM440
For those of you looking for a great southern Florida destination,
take a look at Marathon, FL.
Nestled halfway down the Florida Keys, it is a great location to tuck
into for foul weather, re-provisioning, and repairs. Boot Key Harbor
provides 360 degree protection, all while you are resting comfortably
and secure on one of the 280+ mooring balls....
Read the story on page 9 of this issue!
Ahoy CM 440 owners!
Lorell Alexander, Catalina Mainsheet
Association Editor
This month I am pleased to present a
sailing article from none other than our incredibly competent Tech Editor, Mike Simpson.
Mike and his wife Jennifer
have been enjoying life
aboard Three Sheets in the
Florida Keys, and he offers
some cruising options and
advice for those who may
also enjoy this journey.
Until next time – Happy
Sailing!
WINTER 2013
19
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 40.
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
Webmaster: Anders Finn
Technical Editor: Steve Smolinske, SSmolinske@rainierrubber.com
Past Commodore: Larry Malmberg
Old Salts vs. Light Winds
Chuck Finn, Commodore
It’s the 14th of September and the deadline for my Mainsheet article
One of the many benefits to belonging to the Catalina 38 International Association is the linkages we have to others around the world. It seems there are Catalina
38s in just about any port with owners that are welcoming and
willing to give you the tour! Our listserve has many examples
of skippers making arrangements to get together. In just this
last season, I have had the pleasure of meeting and touring five
C38s across the country. And while we are still considered a
“One Design” fleet, most of our boats have evolved significantly over the years whether as an upgrade or an accommodation for their location. For example, one of our skippers has
installed a heater system that works off the motor and keeps
their cabin warm and dry in northern climes (a forthcoming article). Others have
gone the opposite way with air conditioning. And others have solved the problem
of the too low stern seat that is perhaps the feature I like least on our boats.
One opportunity to tour a boat was offered by our Technical Editor, Steve
Smolinske when he asked if I would like to “tour” his boat (Peregrine) in the
The Racing Rules of Sailing
Anytime, Anywhere
Racing Rules of Sailing 2013 - 2016
• Waterproof Edition
• App for iPhone®, iPad® and iPod Touch® available
for purchase in the App Store
Dave Perry’s Understanding the Racing Rules of
Sailing through 2016
O
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RO
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20
E
AT
-W
• Available in print
• Dave Perry’s explanation of the rules are now
available as an In-App purchase within the Racing
Rules App
• eBook version available early 2013
To purchase visit store.ussailing.org
MEMBERSHIP MATTERS
Van Isle 360 race. This offer came at a great time for me
as I had just retired and was looking for a little adventure,
so of course I said YES… and then began to look into just
what I had gotten myself into. Read the story on page 12 of
this issue.
2013 San Francisco Bay
Nationals Results
As advertised, our Nationals were held in San
Francisco Bay again this year to take advantage of
the challenging winds always present in the Bay and
to be part of the regattas watching the Americas
Cup series. We were hosted by Berkeley Yacht Club
with starts off their pier and the two races extending
almost to the Golden Gate Bridge, circumventing
Alcatraz Island and varied returns (a total of about
32 nautical miles). Five boats competed this year,
with perhaps three others who would have liked to
but were not ready. Winds during the first race were
just below the outer limit for the AC boats so we
were able to sail next to their course and watch them
fly by at the crazy maximum speeds they are capable
of. It is truly amazing to be flying on our boats with
the rail nearly in the water to be passed by an AC
racer going five times faster.
We had no AC companions during our second
race as winds were above 28 knots. In fact, we had
to go to the alternative course as winds near the
bridge were 31-37, which is a bit too much for a
good time even in our sturdy boats!
The Awards Dinner at the Berkley Yacht Club
was a great time to trade strategies and celebrate a
great day of sailing! It was also a time for skippers
and crew to make plans to sail together through the
year and to begin to build their strategies for next
year! And it was time for Pretty Lady to hand over
the Trophy to Harp!
I think we have to declare the 2012 and 2013
Nationals a resounding success as the San Francisco
Fleet (Fleet One) has demonstrated there is both a
lively interest and a competitive spirit that continues.
In fact, it appears we will be able to sustain a Fleet
Competition next year when the Nationals move
up to the Seattle. We already know we have enough
boats up there to develop another great One Design
series. And then (hopefully) Nationals will move to
the East Coast. None of this would have been possible without the great work done by our Planning
Committee; Dave McCarthy, Kerry Grimes, Bob
Kirby and Anders Finn. Thank you all for your hard
work sustaining the magnificent tradition of our
Nationals!
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 9207, 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 40.
Companionway Doors
Award winning HI-TECH removable
With insertable tinted Plex,
bug screen, or privacy panels
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
No submissions this issue. Please contact your Association
Editor to submit an article for publication in this section of
Catalina Mainsheet.
Heavy duty ss take-apart
hinges. Top retainer strip
captures inserts
Catalina 30 1978
Catalina 400/445
National Association
www.catalina400.org
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 9207, Fayetteville, AR 72703 • ANNUAL DUES: $25.00 • JOIN
Or rENEw fOrM ON PAGE 40.
Catalina 310, 2002
Insert your panel
of choice.
Hatch boards
are history.
Never
varnish
again
except for offshore
Your boat’s entryway
deserves the same
treatment as the doors
to your house.
Cave man era
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
Secretary: CURRENTLY VACANT
Treasurer: DAVID CHERRY, 609-822-0340, cherryd500@yahoo.com
webmaster: RICH MILLER, 610-742-8825 (cell), richmiller167@gmail.com
No submissions this issue. Please contact your Association Editor
to submit an article for publication in this section of Catalina
Mainsheet.
Catalina 34 1998
Catalina 380 1997
Stunningly Beautiful
www.zarcor.com
800-877-4797
WINTER 2013
21
CATALINA 380/385/387/390
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 40.
Commodore: BILL AHILLEN, bahillen@comcast.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
Destinations
Tips, cAUTions & cRiTiQUEs
oF yoUR FAVoRiTE cRUisE
dEsTinATions
Write your Association Editor
(1200 words plus one or two
photos) with a critique of your
favorite cruise destination.
Tell us why and give us tips
and photo captions.
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: KATHY AHILLEN, kahillen@comcast.net
The fleet captains are also officers of the association
Changes at the Helm
Bill Ahillen, Commodore
For all the members of the Catalina 380
International Association and the Catalina
International Association I would like to
thank Joe Revak for serving as Commodore of the Association. I
would also like to thank
Diane Revak for her support as Mainsheet Editor.
During Joe’s term as Commodore, the discussion
group and membership
have prospered. Joe also
served as the Fleet 4 Captain for the Chesapeake region. Joe and Diane
have put Delos, C387 # 74 on the market as
presented in the Fall edition. Delos would be
a fine choice for any Catalina IA members to
consider in moving up in the Catalina fleet.
A Catalina 380 owner (Kathy II Hull
#5) for six years, I find most enjoyment in
being out on the water. My sailing interest
was sparked by renting a 19 foot sloop many
years ago in northern Lake Michigan for a
family day sail. Being a sportsman, I fished
Lake Michigan for 11 years, eight month of
the year in all kinds of weather sometimes on
the same day.
As a general aviation instrument pilot for
43 years, I am challenged by the weather and
skills of both sailing and flying. My career
as a radio design engineer and ham radio
operator (W9JJB) stimulates my interest in
the improvement, analysis and repair of our
Catalina 380 as well as sharing experiences
with other owners.
Having retired in 2005, the Kathy II is
used during the week and weekends as our
downtown Chicago home. My wife Kathy
and I find it rewarding to take out a regular
crew of couples on our C380 “day sailing”
but even more fun teaching them to sail. For
the past three years I have crewed on a J133
on the Wednesday night beer can races that
have been both educational and exciting. We
are members of Fleet 21, Chicago Region.
By the time you read this issue of Mainsheet, many of you from the northern cold
climates will have their boats on the hard and
making plans for the next year’s sailing season
while those in warm water and down under
are just hitting their stride. This sailing season
has been too short as usual but we have been
able to get out on every planned trip. This is
a great time to make new sailing plans, attend
some shows and investigate improvements for
our fleet.
In any organization, there is always a need
for growth and that is especially the case in
our six C380IA fleets. Get together on email
or phone with the fleet captains and meet up
to discuss and plan local activities. With some
of the technical developments in communication, we can use tools like Face Time to have
discussions half way around the world.
This has been another robust year for
our discussion group with new captains in
the fleet and sharing of ideas, improvements
and enhancements. There have been many
contributors to the open discussions and the
contribution of the new web design has been
excellent. Have a great holiday season and
those of you out sailing the warm latitudes,
remember, the rest of us wish we were with
you.
Fleet News
Fleet One of SF Bay is enjoying a wonderful mild summer, featuring blustery winds,
warm weather, and cold beer. Our biggest
challenge is not embarrassing the AC boats
when our swift C380 hulls slide by them on
their trials. Seriously, we are having a great
time here being the center of attention for the
yachting world. They are beautiful boats, but
it is a bit freaky to see how quickly they dart
around; except for an occasional cigarette
boat, nothing typically moves that fast on SF
Bay.
Please contact me through my email at the
website if you’d like to get involved or take
over a leadership position in Fleet One. -Kevin
Murray, C380 #88, Done Deal
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
22
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
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 Membership Officer
• 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 40.
Commodore: Laura Olsen, safetsuper@gmail.com
Vice Commodore: Sean McGuckin, sean.a.mcguckin@gmail.com
Treasurer: Mark Villano, markvillanocpa@aol.com
Secretary/Mainsheet Association Editor: Lauren Nicholson, lauren@nicholsonmarine.com
Membership: Gary Bain, baingd@roadrunner.com
Technical Editor C36 Pre Mk II hulls: Steve Frost, sfrost@corpairtech.com
Technical Editor C36 Mk II hulls: Bud Street, bstreet@teksavvy.com
Diesel, Engines, and
Chemistry
Laura Olsen, Commodore
True story about working with diesel,
engines, and chemistry. No, not on a boat, but
the same principles apply on or off the water,
I relate this tale so you
understand why I love the
mental break sailing offers
me each weekend.
As the safety and environmental manager for a
large school district, I see
some crazy things happen
in my job. Sailing keeps
Technical Editor C375 hulls: Francois Desrochers, meteor64@yahoo.ca
Fleet Relations and Ship’s Store: Rod Johnson, rodj2@msn.com
Webmaster: Sue Griesbach, sue.griesbach@gmail.com
Factory Liaison: Phil Rojas, parojas@verizon.net
Past Commodore: Duane Ising, duane.ising@comcast.net
Member at Large: Tom Sokoloski, tjsoko@aol.com
Association Tool Box: John Van Vessem, jvanvessem@sbcglobal.net
the insanity at bay (pun intended, as I sail the
waters of the Chesapeake Bay). Take this episode from a month ago. Don’t try this at home
or at the marina!
School custodian #1 incorrectly puts diesel
fuel in a gas powered engine. Mistake realized,
the diesel gets siphoned out into a yellow (for
diesel) can. Later on, custodian #2 goes to fuel
up the 35K tractor, yep, using yellow can stuff.
Upon starting attempt, he realizes the fuel is
not pure diesel, so he siphons it out. Now what
to do with 13 gallons of dirty diesel? Can’t just
throw it out away or pour it on the ground
right? That could harm the environment.
Some sawdust from the woodshop and
two metal barrels should allow it to get fully
absorbed and thrown out, right? Sounds like
a plan! Oh darn, still too much liquid, so out
the slurry goes onto the school parking lot to
allow the diesel to evaporate!
Uh oh, looks like diesel does not act like
gasoline. So although it is now spread over
four parking spaces, diesel is NOT gasoline
(darn chemistry), so it is not going anywhere.
Custodian #2 realizes this was a very bad idea
and gathers it back in the barrel, but the residue remains, just waiting to be washed into
the storm pond at the bottom of the hill.
As my phone rings at 5 pm on a Friday
(with the first report of my Exxon Valdez kinda
day), I see storm clouds forming. Looks like
that storm pond is gonna take on some fuel.
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Thankfully, this was not my first experience in disaster management, so
as I flew down the highway with additional spill clean up materials, some
of our staff had executed my mitigation plan, thus avoiding spending the
weekend with State environmental officials in search of impacted wildlife!
Such adventures and Darwin moments happen every so often in my
world and when they do, it is time to go sailing. Monday is not here yet and
I need to escape the insanity.
Fleet News
On our drive to Galesville for the Fleet 3 Labor Day event, it occurred
to me that this year marks 20 years of sailing on the Chesapeake Bay. In that
time we’ve had three Catalina sailboats, a Catalina 30, a 36 and our current
boat, a Catalina 42. Our kids grew up on the water. We have made the 4 ½
hour drive from Pittsburgh to the Annapolis area every other weekend from
April 1st to December 1st for twenty years now. Besides the miles logged on
the PA Turnpike, we’ve covered the Bay from the C&D canal to Hampton
Roads and we’ve been to Plymouth and Provincetown MA and back as
well. We’ve made many friends along the way. Our boating friends are like
our extended family and this year many in our “family” are going through
big changes. Many are retiring, selling homes, buying homes and some
are finally free to spend long weeks exploring places on the Bay that they
never had time for when they were working. Today is our daughter’s 23rd
birthday and we had been hoping the kids could join us for the weekend
on the boat in Shaw Bay for the Eastport Oyster Boys concert on the water.
But our kids are now 23 and 24, so work and other commitments keep
them home while Bill and I now sail as a twosome. I find myself missing
the days of family sailing adventures. It’s been long enough now to fondly
remember the hot, buggy nights in the southern Bay, plugging the scuppers
in the cockpit of the Catalina 30 and filling it with water for the kids to play
in and long hours of reading books aloud as we sailed. It was our family
time; our escape. In the early years there was no cell phone coverage most
places and we had no TV on board. The radio and VHF were our only links
to civilization. We joined Catalina Fleet 3 looking for other sailing families.
What we found was a new extended family that we have grown up with,
maybe some would say grown old with. I like to think that only our kids
are older, but I know that isn’t true. As some of us have changed boats, we
have all still remained in Fleet 3, where our hearts are. Our membership has
dropped off these past few years, but this summer we have had excellent
turn out at all of our events. Maybe it’s quality, not quantity?
Labor Day weekend was beautiful this year with lots of blue skies and
sunshine even if the forecast didn’t predict it. We had rain during the night
on Sunday night, but no big wind with it so we were able to stay rafted
together. Plan A had been to go to the Rhode River for the fireworks, but we
found out the week leading up to Labor Day weekend that there would be
no more fireworks in the Rhode River. The locals that had put on the fabulous display were retiring. Then we hatched Plan B. It was suggested that
we raft in Waterhole Cove off Harris Creek and hike over to Lowes Wharf.
But as the first boats arrived at the spot, there was no protection from the
15 knot southerly breeze. They went to Plan C which was to raft in Dun
Cove. Plan C was not communicated as well to the ranks as Plans A and B,
so some boats made the longer trip to Dun Cove via Waterhole Cove, with
the last boat arriving after dark around 9:30 PM. On Sunday, the winds
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24
CATALINA 36/375
had eased enough that the remaining boats
decided to try Waterhole Cove and the hike
to Lowes Wharf Inn. It proved to be a good
plan and we enjoyed some cold beverages on
the sandy beach to fortify us for the hike back
to our boats.
This weekend there was no need for a
change of plans. The weather again proved to
be amazing with blue skies and light winds.
The summer humidity was gone and the feel
of fall was in the air as we headed to a favorite
anchorage, Shaw Bay off the Wye River. Them
Eastport Oyster Boys usually have a free concert on the water there the Saturday after
Labor Day every year. Each year they are
WINTER 2013
in a different location, on a different raft of
boats. The trick is to guess where they will
set up. This year there had to be close to a
hundred boats, mostly sailboats, but plenty of
power boats as well. Around 4-4:30, as is the
tradition, dinghies began to gather and raft
together in a huge raft moored to the large
mother raft with the band. The band played
for an hour or so, took a short break and then
played another hour or more. It was fabulous.
How lucky are we to be able to gather on the
water with fellow boaters with kids and dogs
and an inflatable palm tree, enjoying drinks
and appetizers listening to songs about being
on the Bay? Some folks actually got up and
danced in their dinghies! We have enjoyed
another glorious weekend on the Bay. As we
motor back across the Bay to the West River
we are already thinking about our next trip,
in two weeks, to Baltimore. Fall sailing on
the Chesapeake is my favorite! After our Baltimore Cruise, we will finish up September
with an Oktoberfest raft up with CCYC in
the Rhode River. That will be followed by a
week-long cruise to an as yet to be determined
destination. After that it’s Boat Show time!
We will be “manning” the Catalina Owner’s
Booth during the Boat Show, so stop by and
say hello! Fair winds and smooth sailing! –
Sally and Bill Jack, Sally J, Catalina 42 #475
Fleet 5 Long Island Sound’s Summer
Cruise was set for July 7th to 21st and coordinated around the WaterFire festival in Providence, RI. Twelve Fleet 5 boats participated
in this summer’s cruise. Once again, the cruise
commenced with a “kick off” dinner at the
Stonington Harbor Yacht Club. The custom
designed tee shirts and propane fired minitorches were handed out. Then it was time to
distribute the float plan, discuss details and
make sure everyone was coordinated for the
scheduled activities.
The cruise commenced Monday morning–
three nights at picturesque Block Island. We
made most of the passage under sail in moderate southwest winds and great weather.
Block has limitless activities to offer – clamming, shopping, trail biking, many restaurants, all of which we did. But we also had
our cocktail parties, get-acquainted pot luck
dinners and Bob and Marilyn Aymar’s “clam
extravaganza” with Bob’s famous white clam
sauce and linguini dinner.
Thursday we sailed to Dutch Harbor, a
great stop-over. The immediate area is quiet
and picturesque – great for a leisurely stroll
ashore or a brisk walk over to Jamestown. A
complete surprise was the gourmet Mexican
restaurant we found in a tiny shack at the
head of the dock.
Friday we headed up the West Passage
to East Greenwich near the northern end of
the Narragansett Bay arriving before lunch.
Everyone opted for slips at Norton’s Marina
because we were going to spend so much time
ashore and by mid-afternoon, the impromptu
cocktail parties were in full swing. Saturday
was bright and sunny so many took the opportunity to explore the beautiful town of East
Greenwich, which is just a couple of blocks
from the marina. It’s a quaint town with old
neighborhoods and a main street that’s a
throwback to another era. By early afternoon,
we were all back at the marina preparing for
main event of the cruise – the WaterFire Festival in Providence. The evening started with a
group dinner at nearby Pal’s restaurant. Then
we broke up into small groups and hopped
in cabs for the trip to Providence. The WaterFire festival is a local tradition that takes place
several times throughout the summer. Dozens
of floating bonfires are lit in a canal system
that meanders through the downtown district
– they’re kept burning late into the evening
all the while dramatic music playing in the
background. In addition, there are bands to
dance to, street performers to watch and lots
of vendors. It’s a great way to spend a warm
summer evening.
Sunday morning our next port, Bristol,
was only 13nm away so everyone had a leisurely breakfast and departed in the late
morning. We picked up moorings at the
Bristol Yacht Club, took a quick swim, and
then headed out for the Herreshoff Marine
Museum at the south end of town. This is
definitely a place to put on your “must see”
list – there’s history, artifacts, documentary
25
CATALINA 36/375
movies and lots of Herreshoff boats to see – including America3 the
America’s Cup winner. Monday was a quiet day to stroll around town,
relax aboard and (again) take a dip because the weather was definitely
getting hot! That evening, we enjoyed a catered dinner at the Bristol
Yacht Club on the club porch overlooking the harbor – the sun was
setting, it cooled off a little and had just a perfect ambiance!
Tuesday morning we made the short journey down the Narragansett
Bay East Passage to Newport. Most of the fleet picked up moorings at
Ida Lewis Yacht Club – it’s a wonderful location close to town, served
by the launch service with a close-up view of the New York Yacht Club
grounds. Wednesday morning, most of the fleet went ashore to take in all
the sights of bustling Newport. We met in the late morning to rent those
little gas-powered scooters and explore the areas around Newport – it
was great fun! Lunch ashore was followed by more shopping and then a
lovely dinner at the Moorings restaurant. Newport is the kind of destination that just never seems to get old!
Sadly, by Thursday things were winding down and several boats
began departing for home. Other cruisers remained in Newport to continue the adventures in the waters to the east – but that’s a story for
another time. –Ed Brown
Fleet 9 has enjoyed another wonderful year sailing on San Francisco
Bay. Cruises were well attended this year with 3 to 7 boats attending 9
cruises. We found some interesting new destinations which were intermixed with some of our favorites that provide good sailing around an
interesting destination.
Highlights of the past year were:
January: cruise to Angel Island with 5 boats. Sunshine and warm temperatures
in January were a bonus this year.
February: 4 boats on a 3 day cruise to Oyster Point on Saturday then Coyote
Point on Sunday. Again we enjoyed great weather and good winds for the weekend.
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26
April: Friday night with 3 boats in
McCovey Cove for a Giants game, then
on to Tiburon on Saturday to join up with
3 more boats, ending up in Paradise Cove
Saturday night.
May: 5 boats started to Half Moon
Bay for 3 days, but turbulent sea conditions
turned us around, so we stayed inside the
bay going to China Camp, Martinez (riding
the silt @ minus tide), and Richmond to
round out the weekend.
July: 3 boats went to Sausalito to anchor out for the 4th of July fireworks show.
August: Back to Sausalito with 7 boats for a relaxing weekend with a unique
dinner at a restaurant that was new to most of us, with live music and dancing.
September #1: 3 boats cruised to Petaluma for Labor Day weekend. As usual,
a great trip on the water to a unique destination. There is always something new to
do or see in Petaluma.
September #2: China Camp is the destination for the inaugural “Sailing Nut”
race. This is a windward/leeward race, starting from anchor, rounding the Brothers,
with a finish at the Petaluma Channel Pumphouse. No results as of this article, but
sounds like it will be a fun format.
October: 3 days out the Golden Gate to Drakes Bay with some hiking on the
Point Reyes National Seashore and a dinghy expedition to explore the estuary. The
return trip may be via the Farallon Islands if the conditions are favorable.
November: Annual meeting @ Oakland YC where we will have the election of
officers and start planning the cruise schedule for next year
As you can see we have an active group of sailors that enjoy sailing
and the camaraderie of sailing as a group. We have a great group of
people in the fleet dedicated to safe and fun sailing. If you have a boat
in the San Francisco Bay, come join us for a weekend.
For the latest information on Fleet 9 activities and contacts, check
us out on our on line sites.
www.catalina36fleet9.org
https://www.facebook.com/Catalina36Fleet9
–Chuck Herman, Fleet 9 Captain
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 Rod Johnson, Email rodj2@msn.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, 1198, (818)
317-3658, jshapiro@kirkhill-ta.com
Fleet 12, Punta Gorda, Florida: - Inactive - Contact Rod Johnson, rodj2@msn.
com
Fleet 14, Low Country (S. Carolina): Hal Smith, (864) 855-4928, hal_smith@
mindspring.com
Fleet 15, Lake Texoma: – Inactive – Contact Rod Johnson, rodj2@msn.com
Fleet 16, Texas Coast: – Inactive – Contact Rod Johnson, rodj2@msn.com
Fleet 17, The Netherlands: Ernest Scheffelaar, E.scheffelaar@marineobjects.nl,
Phones +31 (0)6 53492130 (Mobile) And +31 (0)23 5470561 (Home/Office)
New Fleet – Lake Huron / Cheboygan, MI Area ** Organizing Now ** Contact
Jenny Weber-Fuller, (989) 858-0600, Email: Jenweber33@Charter.net, Or
Husband: Tim Fuller (989) 614-6000
CATALINA 350
C350
Catalina
International Association No
Easy350
Task
www.catalina350.net
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C350 Association Editor. DEADLINE DATES: March 1st, June 1st, September 1st
and 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 9207, Fayetteville
BY
ALEX•PINGREE,
CHANTICLEER,
#318
AR 72703
Annual Dues:
$25 • Join orHULL
Renew
form on PAGE 40.
Commodore: Tim Ryan, (609) 744-7449, tjr3c@verizon.net
Friday, August 12th, was an exciting
Vice Commodore: Dave “Maggie” Brown, (703) 201-9449
day
because, afterArmin
months
of boat
shopping,
Secretary/Treasurer:
Wachsmuth,
WachsmuthA@aol.com
IMainsheet
had finally
found
the Neville
perfect
boat. The
Association
Editor:
Edenborough,
nedenborough@yahoo.com
Technical Editor:
Templeton,
pbtemp6816@verizon.net
options
had Bill
been
added,
the sea-trial
complete, and now I was the proud owner
of a Catalina 350. The following weekend I
traveled the six hours from home in north
Alabama to Turner Marina on the Dog
River Edenborough,
in Mobile, AL, to take her out for a
Neville
sail
with
a friend. The
following week on
Mainsheet Association
Editor
Friday the 26th, I received a call from
Well, the
world
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andmodels
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and we
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and there was a variety. Some were making
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Volunteer Needed
W40
INTER 2013
Factory Liaison: Bill Cullen, (813) 988-1130, cullensailor@gmail.com
Web Master: Connie Conway, (205) 541-6846, ceconway@southernco.com
Past Commodore: Jeff Blank
Past Commodore: Andy Sumberg - 2008, (617) 969-6665, andy@sumberg.com
Past Commodore: Greg Klocek - 2007, (908) 580-7070, Whitehook@verizon.net
storm clearly was moving farther west then
originally expected, some were going to head
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them to the magazine four times per year. If
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588-9230,
PalmettoMoon350@aol.com
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732-671-9149,
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of the
storm, I tried to imagine what
Chanticleer was doing and how she was
riding out the storm.
Two days after the storm, I finally got
through to my buddy’s cell phone in Mobile.
After hearing that he and his family had
weathered the storm okay, I asked him if he
would drive over to Dog River and look
toward the anchorage for Chanticleer. He
did, and, no boats. They had all been “relocated”.
C ATA L I N A
M A I N S H E E 27
T
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 40.
Commodore: Lance Jones (Fleet 13), lance1959@gmail.com
Vice-Commodore: Paul Erb, erbsail34@Comcast.net
Secretary: Stu Jackson (Fleet 1), mraquaq@aol.com
Treasurer: Ken Heyman, kenheyman@msn.com
Chief Measurer: Ray Irvine (Fleet 1), c34irvine1383@comcast.net
Commodore Report
Lance Jones, Commodore
The joys of the C34 IA
Website!
One of the great
things about the C34
Association is the member
forum. I can’t tell you how
many thousands of dollars the forum has saved
me. It also has given me
numerous ideas on ways to upgrade the amenities on our great boats. Another thing I love
about it is sharing my ideas for upgrades and
helping others who are having “issues” with
their boat, not knowing what to do or where
to turn.
I have benefitted from forum help a
number of times. Even as I type, I have a
dead engine. However, I went onto the forum,
waving the big HELP flag – I have a problem.
Not being too familiar with diesel engines, I
solicited the forum’s resident knowledge pool.
I explained my problem – how it all started
and what I had done so far. Remember, this is
NOT a 911 program and you need to wait for
a response – usually less than an hour or two.
The questions and suggestions started
flowing in. Forum members fed off of each
other’s suggestions. Yes, sometimes it would
stray off topic but, even these off-path comments helped reveal a possible issue or fix.
Has the problem been remedied? Not yet.
However, each try at starting has shown some
improvement, and I can tell that the engine
is getting real close to starting. I’m awaiting
some new parts that should be the final key
to starting.
Even after all the parts, filters, fluids and
effort, I have expended far less than it would
cost for a mechanic to just show up. Not to
Mainsheet Editor: Jack Hutteball (Fleet 5), JhuttebalL@comcast.net
Webmaster: Dave Sanner (Fleet 1), sanner@big.net
Technical Editor: John Nixon, jmnpe@flash.net
Associate Technical Editor: Ron Hill (Fleet 12), ronphylhill@comcast.net
mention the value I have gained in the knowledge I now have about diesel engines. Take
advantage of www.C4IA.com for whatever
reason you choose. It will be a great tool in
your sail bag!
Secretary’s Report
Stu Jackson, Secretary
C34IA Membership raised slightly, up
to 592 from the 565 in May 2013, but still
down from the 612 in November 2012. This
592 includes 34 C355s, where there were 41
C355s last November. The
C34-boat membership has
increased a bit. Thanks
to all of the new skippers
who have joined.
New Fleet in Southeast Florida – Founding
Skipper and now Fleet
Captain Bob Schuldenfrei,
Esprit du Vent, #422, has reported success in
their August initial meeting with 14 boats!
Congratulations to Bob and his fleet members.
Maintenance – In the last issue, I reported:
“Nothing much this time, doing more sailing!!!
Or does this mean I haven’t broken anything
recently?” Oh, no!!! You guessed it. On our
three day Fleet 1 cruise to Coyote Point in late
June, our fresh water pressure pump began
to cycle alarmingly. We also began to see
evidence of a water tank leak and much less
hot water storage. I embarked on a hot water
tank replacement for our 16 year old heater,
new hoses under the galley sink and back to
the head sink, and new galley sink drains and
hoses to improve flow. Guess I won’t say “No
maintenance items” ever again.
Hope you’ve all enjoyed the 2013 season
and are planning for a great New Year.
Fleet News
Cruising: The Fleet 1 enjoyed a beautiful
sunny weekend for our cruise into the Coyote
Point Yacht Club in San Mateo the weekend
of June 28-30. Aquavite (Stu and Cory
Jackson), Crew’s Nest (Ray and Patti Irvine),
Music (Bob and Sue Englehardt), Painkiller
(Rick Allen and his faithful crew) and Seascript (Scott Lee and Christine Bennett) made
the trip down the warm, sunny and breezy
South Bay area for a great weekend.
Those who sailed down on Friday afternoon had the joy of watching OTUSA and
ETNZ fly-by as they trained in the South Bay
in preparation for AC 34.
OTUSA does a close fly by of Seascript
Our group enjoyed a nice dinner at the
yacht club on Friday night and spent the day
Saturday enjoying some leisurely activities
around the marina area. The crews of Painkiller and Seascript even tackled the beautiful
and challenging 18 hole Poplar Creek Golf
Course which was a lot of fun!
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
Fleet 14, Southeast Florida: Robert Schuldenfrei, bob@s-i-inc.com
28
Anyone interested in joining a C34IA Fleet, contact your nearest Fleet Captain listed above. Anyone not near an existing Fleet, interested in forming a Fleet or reviving a dormant Fleet, contact
Vice Commodore Vice-Commodore Paul Erb, erbsail34@Comcast.net, 941-830-8802
CATALINA 34/355
Fleet 1 golf stars – Rick Allen (Painkiller), Scott
Lee (Seascript), and the Painkiller crew
Saturday evening we held a group “potluck bbq” at the yacht club spending some
nice time on the outdoor deck and lawn areas,
enjoying good food and wine! Everyone
headed back fairly early Sunday morning
due to the receding tide and to avoid going
aground in the guest dock area. Many thanks
to Torin Knorr, Captain Lee Stevens and the
WINTER 2013
staff of the CPYC for their wonderful hospitality!
Racing: The summer series winner was
decided by the outcome of the last race – with
Queimada winning by just 6 seconds to take
the series from Mottley and Crew’s Nest.
The summer saw a wide variety of wind
conditions – from 5 knots in the South bay
to 30+ knots in the “slot”, and tides flowing
at 2-3 knots in either direction – a typical
summer in San Francisco.
The sailing was competitive with a
number of position changes in all races – no
dull parades. The finishing order of one being
decided at the last mark and often the first
three or four boats finished with 60 seconds of
each other. Not bad after two hours of racing.
Three boats had first place finishes –
Queimada (3), Mottley (2), Crew’s Nest (1),
and four boats had one or more finishes in the
top 3.
Catalina 34 racing is alive and well in San
Francisco
The complete story can be found at: www.
jibeset.net/IC000.php?RG=T003423528
–
Ray Irvine, Crews Nest #1383
Fleet 13 enjoys being together on the
water and at wineries! Our wine gurus,
Angelia and Andy Wilson, planned another
extraordinary weekend for us in the North
Georgia wine country in late August. This
event brought us together after a VERY rainy
summer and prepared us for wonderful sailing
in the fall on Lake Lanier at full pool.
Our base was Lily Creek B&B, where
we met on Friday evening, which served as
the perfect outdoor site for enjoying the first
eleven of 23 wines we eventually tasted by
Sunday morning. Sailing stories abound when
this is the setting! On Saturday, we toured
more wineries and downtown Dahlonega,
including the Wilsons’ shops, the Tasting
Room and Winedog Gifts. Dinner was at a
local steakhouse, with the highlight of the
evening’s being Andy’s unique music to which
he accompanies himself on guitar.
Lilly Creek Wine Group
29
CATALINA 34/355
Beautiful weather promises to accent our
Fall Flotilla on September 13, 14, and 15. Our
new members, Madelon and John Dickerson,
have planned an enjoyable outing which will
bring out Fleet 13 to anchor in protected
coves, to sail all day on Saturday, and to raft
up for an evening of sharing international
foods, and tasting various schnops. Sunday
will find us at Lake Lanier Islands’ Windows
restaurant for a tasty brunch. This will be the
seventh flotilla we have enjoyed on our Catalina and friends’ boats.
As some of our Catalinas are aging, we
find the expertise of our members is invaluable.
“Projects” become a shared event, as
this owner of Scarlet’s Way recently found…,
again.
The boats are great, and the friendships,
even better! Thanks, Guys! –Dorothy Toney,
Scarlets Way #1614
Fleet 14: As readers of this column will
remember, the summer issue went to press
before our official fleet launch. We began with
14 boats as our founding members. Since then
we have added more. These boats are represented by over 30 owners, because of husbands, wives, significant others, one honorary
member, and joint ownership.
Our Launch Party was held at Duffy’s
Sports Grill in Deerfield Beach, FL. The event
came off exactly as forecasted in the last issue
of Mainsheet Magazine. We elected officers,
passed our constitution, and made plans
for the upcoming season. The membership
decided to slightly modify the name of Fleet
14. We are now known as Fleet 14 – Florida
East Coast. The name honors the Florida railroad of the same name. The rail line forms
an axis close to the homes of our members
making the name especially appropriate.
The primary mission of any fleet is to
do things together. Our fleet made plans for
2014. This is in keeping with our slow development style that helped begin life with 14
“founding” members.
Fleet 14 will have two cruises; one in January and one in July. Because our geography
covers the east coast of Florida from Merritt
Island down to Biscayne Bay, one of these
will be held in Ft. Lauderdale and the other
will be near Port St. Lucie. Since many of our
members belong to other yacht and/or sailing
clubs, we have already cruised with Fleet 14
members. We encourage these other affiliations as they help our fleet grow.
In addition to cruising, we will hold two
land-bound social events; one in the spring
and one in the fall. The first one will be a
strictly party event. The fall meeting will combine party with business. At that time we will
elect the 2015 fleet officers. –Robert Schuldenfrei, Esprit du Vent #422
Column Spotlight:
View from the Bridge
Sophie Rose
Helplessly Hoping
By Bill Welsch, s/v Sophie Rose,
(1990 Catalina 34)
As members of the Punta Gorda
Sailing Club* since 2006, we have
gone on some great cruises and met
some wonderful friends. The “best
forty bucks per year we spend on anything,” we often say.
Last spring we were helping with
some of the email communication for
the Club’s annual Conquistador Cup
Regatta and noticed that the event
included a “fun pursuit” race for
cruisers....
Fleet 14 meets for it’s Launch Party
Your Baby
–
Baby Blanket
Keep your baby clean and dry this winter. Our 1” aluminum frames with
Arctic Gaurd cover, Installs in just a few hours. Mast up or down.
QUINTE CANVAS MFG.
(800) 268-4186 Kingston, Ontario Canada
topshop@kos.net
www.topshop.on.ca
30
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 9207, Fayetteville, AR 72703 •
Annual Dues: $24 • Membership Renewal on PAGE 40.
Commodore: Sean Kaldor, 408 202-7265, spkaldor@yahoo.com
Vice Commodore: Jerry Taylor, 410-474-6834, jerry@jerrytaylorhomes.com
Secretary/Treasurer: Allan Field, 410-746-6532, allan.field@verizon.net
Webmaster: Jeff Hare, (603) 894-6263, catalina@thehares.com
Webmaster: DAVE PRUDDEN, 617-678-9758, dprudden@comcast.net
Time to Plan for
Another Season
Jerry Taylor, Vice Commodore
The 2013 sailing season has passed and
boats are hauled while those in warmer waters
can continue to enjoy their season. Where did
the time go as we reflect back? As we end the
season, the good part is that we can start planning and looking forward to the 2014 season!
The 2014 C320 IA Annual Rendezvous is
scheduled for August 1, 2 and 3rd in Solomon’s
Island, Maryland www.solomonsmaryland.
com, so mark your calendars! It will be held at
the Holiday Inn Solomons Conference Center
& Marina. The marina has 80 slips (Solomons Harbor Marina), where Piper #1128 is
moored. There is a designated transient dock
where we can put all the 320s together. There
will be special rates for rooms at the hotel with
several other hotels nearby. You can attend all
C320 activities without having to drive anywhere once you arrive. Just leave your car
parked in the very large free hotel parking lot.
Solomons is located in Calvert County
www.co.cal.md.us making up Southern
Maryland along with St. Mary’s County
(www.visitstmarysmd.com/activities-attractions ). By boat it is mid-Chesapeake Bay, off
the Patuxent River and Back Creek. Solomons
is an old fishing port turned tourist area. A
Navy amphibious training base was located
there during World War II with some remnants remaining at Calvert Marina. One can
fly into BWI or Reagan Airports which are
about an hour’s drive. The area is rich in history. The War of 1812 had some skirmishes
on the Patuxent and St. Leonard’s Creek.
Commodore Joshua Barney held off the
British in the shallow waters of St. Leonard’s
Creek. The water in the Patuxent River off Pt.
Patience is over 100’ deep in places.
One of the biggest expenses in vacationing
is transportation. I suggest everyone come in a
couple of days early or stay a couple of days
later and take in the local attractions. The
island has an abundance of waterfront restaurants, marinas and Calvert Marine Museum
www.calvertmarinemuseum.com.
Other
places of interest within a half-hour drive are
historic St. Mary’s City, www.stmaryscity.
org/events, Sotterley Plantation, www.sotterley.org, Naval Museum, www.paxmuseum.
com, Jefferson Patterson Park, www.jefpat.
WINTER 2013
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
The 2014 C320 IA Annual Rendezvous is scheduled
for August 1, 2 and 3rd in Solomon’s Island, Maryland
www.solomonsmaryland.com, so mark your calendars!
It will be held at the Holiday Inn Solomons Conference
Center & Marina.
org and Solomons Island Winery www.solomonsislandwinery.com. Washington, D.C.
is approximately an hour away, so all the
museums, memorials and monuments in our
Nation’s capital would be wonderful visits to
make. I hope that you can spend some time
this winter checking out the above websites,
so you can plan your vacation and get the
most out of your trip to Solomons Island for
the 320 regatta.
Online registration will open the first of
the year and there will be more about this on
the Discussion List at that time. Some of you
do not utilize the Discussion List and I ask
those people to drop me an email at Jerry@
JerryTaylorHomes.com as to your intentions
on attending. The hardest part in planning
an event like this, is trying to determine how
many are going to attend!! We will have to
commit to contracts and non-refundable
deposits early in the year! Thank you in
advance for your feedback on attendance.
Hope to see all of our members for this
event!
Fly the Burgee
Association burgees are available for
$22 (includes U.S. postage) or $24 if using
PayPal. Ordering details (including International rates and volume discounts) are
on the website (www.catalina320.com) or
enclose an extra $22 when you renew and
we will make assure we get one out to you.
Catalina 320 Fleet Roster:
Fleet 1, San Francisco Bay: Any interest?
Fleet 2, Wisconsin: Any interest?
Fleet 3, Northern Chesapeake: Any interest?
Fleet 4, Long Island Sound: John Ahearn, 860-554-5352, jahearn@wildeorbit.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
31
CATALINA 310
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 40.
Commodore: KEVIN QUADE, drkjq@apci.net
Secretary/Treasurer/web-Master: MARK ZABAWA, 636.410.0641, mark@zabawa.net
On the “hard” again
Bob James, Association Editor
As I write this in mid September I am
contemplating my life after the sailing season.
Haul out is about a month away, the weather
has turned cooler, the crowds have departed
the south shore of lake Erie and we are starting
to remove “stuff” from Winter Dream’n.
It has been a so-so year sailing wise. We
have spent as much time
as always on the boat
but the miles under the
keel are going to come
in at about 50 percent of
the average over the past
13 years. Lots of reasons
most of which are due to
personal scheduling coupled with bad weather at
the wrong times.
Don’t get me wrong, the sailing lifestyle
encompasses much more than a beam reach
in moderate wind and calm seas; friends in
the marina, the ambiance of vibrant coastal
towns, the sunsets on the hook and just getting away from our city life. From the global
view it was another great year in spite of
the “longest night on the hook” adventure maybe an article at a later date.
We have decided that (although I still
believe that one cannot have too many boats)
that we have too many boats – currently
three. We did not put our Catalina 22 (Winter
Dream) in the water this year on Washington
Island. She is for sale with 25 years of memories forming the topic for many conversations
with the Admiral this summer. As these discussions continue we will remember the good
times and dismiss the bad – as they say, a bad
day on the water is better that a good day at
the office.
As you read this in November why not
tell us about your “bad days” on the water
Mainsheet Association Editor: BOB JAMES, 614.481.6744, bob@advancedreading.com
Technical Editor: BILL LEWIS, 714.960.5367, wol1@yahoo.com
with an article and pictures. Your fellow 310
sailors will love your adventures!
Please share your boating stories with us;
the following topics might jog your thinking
and motivate you to put pen to paper.
Burgees in paradise
This picture sent by Bill Lewis
shows our 310 IA burtgee flying on a
dive boat in Bali Indonisia.
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.
Thoughts and Musings – Your thoughts
about your boat and your sailing or on life
in general. After all, for sailors “life is good”.
We’ll be back in February when our
thoughts turn to the 2014 “to do” list for
repairs and upgrades. Have a great holiday
season.
Destinations
Tips, cAUTions & cRiTiQUEs oF yoUR FAVoRiTE cRUisE dEsTinATions
Write your Association Editor (1200 words plus one or two
photos) with a critique of your favorite cruise destination.
Tell us why and give us tips and photo captions.
www.catalina28.net
and December 1st. • MOVING? Contact Catalina 28 International Association c/o PO Box 9207, Fayetteville, AR 72703 • ANNUAL DUES: $20, Canada & Mexico $24 (US Funds), All Others $27 (US
Funds) • M EMBErSHIP rENEwAL ON PAGE 40.
Commodore/Association Editor: DAVE BROWER, 949-278-0926(H), browerd@comcast.net
Vice Commodore: Position Open
Secretary: Position Open
Treasurer/ web Page Manager: CHARLES VALADE, charlesvalade@gmail.com, 443-362-2292
Technical Editor: GARRY HEBERT, Chezbear28@yahoo.com, (204) 774-8209
Past Commodore: MARSHALL LUCAS, teammt@atlanticbb.net
Past Commodore and Historian C 28 A: TED WYZEWSKI
No submissions this issue. Please contact your Association Editor to submit an article for publication in this section of Catalina Mainsheet.
32
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 40.
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
Column Spotlight:
Fleet Development
IC30A Ships Store...
•
The Agenda Man
By Rod Worrell, s/v Dixie,
No. 1337, TRBS Fin Keel,
rworrell@worrelldesign.com
People and purpose are two primary strengths of healthy and vibrant
associations. Ever since our Catalina
30 Fleet 10 Gulf Coast organizational
meeting in March 2002, someone was
needed to step forward, volunteer,
and be the person to create events and
activities for the fleet and do it with
enough regularity and imagination
to draw interest from other Catalina
30 owners in our area. We needed an
“Agenda Man”...
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 9270, Fayetteville AR 72703
479-587-0688
•
•
•
•
These SPECIAL DISCOUNT items must be ordered directly from the individuals or businesses below. See
the IC30A website or the following addresses/websites for applicable discounts and complete details
and ordering information. Many are displayed at the National Regattas / Factory Rendezvous’ and at the
Annapolis and other sailboat shows. See our For Sale page for other member offerings...
Current C30 owners must include a photo copy of the new IC30A membership ID card or a copy of
address label on cover from current Mainsheet with their order, to get these special prices!
We are FX Sails, a true on-line sail loft and we just added standard Catalina 30 sails to our store. We
will be adding Catalina tall rig sails as a standard item as well very soon. FX Sails offer great warranties
and a short delivery time. Please take a look when you have a chance, http://www.thesailstore.com/
catalina-sails-c-39_35.html We would like to offer valid/current members of the Catalina 30 class a
10% discount on any FX Sails order. New Custom Embroidery and Vinyl Lettering - We are able to
personalize all items with boat name or association burgee. NO Minimums! yachtalettering@comcast.
net or 609-698-6735 Paul and Lynn Erb (C34 Owners) Special! 15% discount to association members.
Standard and Custom Catalina Logos are now available for application to your new sail, pedestal covers
or as replacement logos for existing covers. For product descriptions, pictures, and complete pricing
info, go to: www.SailBoatLogos.com or call Mark Taylor, Phone/Fax: 336-337-2012 SPECIAL: 10 %
OFF IC30A Members Special ! Enter Special Discount Code 10 % OFF IC30A Members Special ! Enter
Special Discount Code CAT30281 on the Checkout page to receive 10 % off on all orders and shipping!
Personalized Boating Gear. Show your IC30A colors with our soft Cordova travel bag. IC30A embroidered patch and personalized name and fleet on top flap with your own sailboat image on end of bag.
Large deluxe bag features detachable shower/ditty bag organizer. Custom Sportswear, denim shirts,
sweats, jackets. www.WeekendRProducts.com Ken Kloeber, PO Box 140, Boston NY 14025-0140 Fax
775-860-3804 SPECIAL: Current IC30A members get a 15% discount (applies to everything except
nautical sportswear/clothing).
Fleet #1 San Francisco Bay CA www.southbeachyachtclub.org Current Newsletter
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, 6717 Leeward
Isle Way, Tampa, FL 33615 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, 382 Coronado Ave
#105, Long Beach, Ca 90814 (562) 434-2750 mdcoon@verizon.net
Fleet #10 Galveston Bay (www.fleet10c30.com), S. Dennis Fegan, 6103 Waltway Drive,
Houston, TX 77008 (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 Pat Yates 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
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
WINTER 2013
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, 1248 Woodway Rd., Victoria, BC, Canada V9A
6Y6 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, 1239 Denmark, Wichita, KS 67212
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 “2011 National Regatta Host” Kevin Wilcox
http://2011ic30anationalregatta.com/
Other regional Catalina C30 Fleets
CRACA Columbia River, OR Dale Mack celtic-myst@attbi.com
KLACA Kerr Lake (forming) Don Courtney 336.263.2521 doncourtney1@aol.com
OSCA Rhode Island www.oscafleet.org Steve Anthony santhony@intmgmtsol.com
SBCYA Long Island, NY www.sbcyc.org Chester Punicki 631.567.9698 chetlin13@aol.com
CSMB Santa Monica Bay, Jonathon Miller 661.254.4428 millerjonathon@mac.com
Lake Hefner, OK Robert Heatley, 405.751.4961 bluwater30@cox.net (Newsletter)
Fleet #69, Austen TX, http://www.catfleet69.com
GC3, Alabama, Wally & Connie Conway, GulfCoastCatalinaCruisers.com (NEW)
33
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 40.
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
Mainsheet Association Editor: Jeff Eaton, (715) 369-7328, iceout@charter.net
Technical Editor: Art Harden, 937.477.5544 (m), artstree@aol.com
Adjusting Course
Jeff Eaton,
Mainsheet Association Editor
With this Mainsheet issue’s publication comes the end of my tenure as
C26 Association editor. I hope by the
time you read this that we have found
a successor to take on the responsibility, which, honestly, is not onerous,
but does involve quarterly scrambling
to get something filed. I have greatly
enjoyed working with those members
who contributed material over the
years, and I am happy that I could provide my editorial services to the C26
Association membership.
Thank you, Jeff! We have enjoyed
working with you. –Carol VandenBerg
and Mainsheet staff
“This is the game that moves as you play.” – X
By Mary Kinnunen, Skipper, C26 #66 Revision
When Jeff and I bought our C26 in fall
2005, she was on the hard. So, we spent a Wisconsin winter thinking of a name and, as we
are writers, and boomers and middle-agers,
chose Revision. Looking back, it’s funny we
hadn’t thought of it in the context of what’s
needed when the wind shifts.
Once splashed in spring, we had no idea
where the future would take us, but having
two fingers on the tiller in 15 knot air at 40°
off the bow when she was sailing herself or
holding on tight in 5-foot seas and 20 knot air
when surfing downwind, we arrived at harbor
towns from Michigan’s Escanaba to Wisconsin’s Sturgeon Bay. We dropped the hook
off Green Island or hove-to in the middle of
the bay for a swim (those were crew as this
skipper doesn’t do that).
There were screw-ups, of course, but this
boat is so forgiving none were serious. All
those moments, good, gorgeous, dark, scary,
funny and rarely kinda boring, were a learning
process. That’s the beauty of sailing, don’t you
think? It is, as John Doe and Exene Cervenka,
of the ‘80s punk band X, sang all those years
ago, “the game that moves as you play.”
So life couldn’t get any better as we had our
own boat and she was sweet. Then in Summer
2011, things changed. Being underway didn’t
feel good anymore. Weird, right? Turns out
Catalina Owners –
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CATALINA 26
While the waters may be steel gray, the view from Revision finds light on the horizon as she sets a
new course.
my gut was having balancing issues with
the microflora that inhabit it. After years of
reading Socrates, Plato, et al in college, I’m
just learning about those old Greeks and their
medicinal/spiritual belief the gut, not the heart
as we modern romantics like to think, is the
center of our being. In other words, my gut’s
got issues with being on water, but my heart is
still with the boat; so now Revision and I have
an esoteric relationship.
After the boat sat in her slip for the past
couple seasons we made the decision to sell
her. We could have hung on, put her on the
hard and kept her there until things changed,
but it broke my heart seeing her tied up and
not going anywhere.
Voluntarily giving up something you love
is a strange place to be. The good thing is
you’ve made the decision and can move on.
What I feel is thanks for single-handing her
and discovering a heightened awareness of
the boat and its environment; but having crew
aboard made it crazy good. Thank you to all
who sailed with us. Our hope is whomever
buys her gets a few good doses of pleasure
riding the C26 learning curve.
For the past eight years, some of these
adventures have been published in this magazine. As former editors and publishers, Jeff
and I know Catalina owners are very fortunate to have these pages of stories and technical information to share with other Cata-
Skipper Mary Kinnunen stands at the bow of
Revision, resting on the hard, and hopes new
owners will find the joys of sailing a C26.
lina sailors. Kudos to Jim Holder and staff for
working so hard to keep Mainsheet on course.
So, C26ers, come up topsides and stand
watch on the virtual C26 — take the tiller and
edit for the association or trim a sheet and write.
This column, and this magazine, need you.
Thanks to you too, Mary. –Carol VandenBerg
Catalina 27/270 International Association www.catalina27.org
SUBMISSIONS: Would you like to submit an article for publication in this section of Catalina Mainsheet? Contact your C27/270 Association Editor • DEADLINE DATES: March 1st, June 1st, September
1st and December 1st. • MOVING? Refer all change-of-address and subscription queries to: IC27/270A, PO Box 9207, Fayetteville AR 72703 • Annual Dues: $25, Canada/Mexico $30 (US funds), All
others $30 (US funds) • Membership Renewal on PAGE 40.
Commodore: Peter Zahn, 410-431-5045, Peter.Zahn@gmail.com
Webmaster: Phil Agur, 530-677-6229, pjagur@sbcglobal.net
Mainsheet Association Editor: Peter Zahn, 410-431-5045, Peter.zahn@gmail.com
Technical Editor C27: Judy Blumhorst, judyb@hydesailsUSA.com, 925.997.0786
Technical Editor C270: Phil Agur, 530-677-6229, pjagur@sbcglobal.net
Membership: Visit www.catalina27.org & click the “Join Us” link
Mail completed form to: IC27/270A, PO Bos 9207, Fayetteville AR, 72703
No submissions this issue. Please contact your Association Editor to submit an article for publication in this section of Catalina Mainsheet.
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
WINTER 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
35
Page 17
CATALINA
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25/250 & CAPRI 25
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IACA
National and the All
Catalina Associations.
C25/250 & Capri 25 International
Association
Membership in those organizations will be
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,
increasing because of their efforts.
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 9207, Fayetteville AR 72703 • Annual Dues:
Both
Yachts and
Fleetboth
21 coBooth
to Catalina
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about
the
$22, All Others: $28 (US Funds) • Membership Renewal on Page
40.
hosted
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show.
Membership in those organizations
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Vice Commodore: John Gisondi, vicecommodore@catalina-capri-25s.org
Mainsheet Association Editor: Brian Gleissner, mainsheet@catalina-capri-25s.org
Butler
and
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Day
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Secretary: Open
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in the
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Thanks
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We
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Secretary,
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information,
Patfor
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at
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radius
well
bids
for Nationals.
many on-land
member
thought-out
preparation.
If you are interested in volunteering for
events.
In January,
But before
any
of theseAlactivities,
please
contactwe
mecould
commembers
and Vicky
Lohman
get back
on the(C-350
water,
modore@catalina-capri-25s.org
Rhiannon) hostedwe
a Potluck
Supper
and
spent the winter with
Board Game Nightmany
at their
home.member
Several
on-land
members tried theirevents.
skills at various
games
In January,
such as Pictionary
Nautical
Trivia.
members
Al and and
Vicky
Lohman
(C-350
Rhiannon) hosted a Potluck Supper and
Board Game Night at their home. Several
members tried their skills at various games
such as Pictionary and Nautical Trivia.
Confetti, Hull #1,
C25-FK/TR
The next 35 years…
By Chuck Shaw
When we left Confetti she had just been
named (1978). Connie and I have been enjoying
our new sailboat on the West Coast but things
were about to change. Welcome back !
After two more great years of racing and
cruising up and down the southern California
coast she had proven that she was a very
capable and sound near shore racer/cruiser,
winning a lot more than our share of races, and
building wonderful memories with our family
and good friends, especially at Catalina Island,
at anchorages at Anacapa and Santa Cruz, and
races down the coast like from Santa Barbara
to King harbor. For racing, her sail number
had to be changed to #57380 per the Southern
California Yachting Association, but I still carried a 1 as well. In March of 1980, after having
sailed Confetti for 4 years along the southern
California coast, the Air Force transferred us
to Houston where I was assigned to learn how
to operate Space Shuttles. That also meant we
would have all of Galveston Bay to race and
cruise in!
I learned that Confetti did not like the
short steep chop of Galveston Bay like she did
the larger, smoother waves and swells of the
Pacific. It took a while to learn how to keep
her powered up, but once we did, we had fun
Fax 813-200-1385
36
17
CATALINA 25/250 & CAPRI 25
winning again! The racing was intense, and we
won our PHRF class season championship for
quite a few years in a row in the early to mid80’s. Cruising was also totally different. No
more anchoring in 50-90 ft of water. Instead,
“deep water” was defined as 12ft. I bought a
Shrimp trawl, and learned to scoop up shrimp
under sail! Our daughters loved it since the net
also scooped up a lot of other critters. I had
to make a Bimini sun cover due to the Texas
summer sun, and we added a stern ladder
for taking a dip in the water to cool off at
anchorage. I made a bracket for the cabin table
that would clamp onto the traveler bar, so we
could use the table in the cockpit (since it was
often stuffy in the cabin). In 1983, we discovered gel coat blisters (maybe from the warmer
Texas waters?) so we did a complete barrier
coat treatment that lasted till 1989. The 1989
treatment lasted till 2010 when we did it again.
WINTER 2013
To escape the summer heat, we sailed
mostly at night in Houston’s summertime. A
Catalina 25 sails great under headsail alone,
and I would raise the 130 on a pendant to see
better under it, and without the main the stars
were easily visible! Summer also brought hurricanes. We were fortunate to not have any
significant damage from any of them, even
though nearby boats were sunk or damaged.
Winter time would bring strong north winds
that would blow the water out of the bay. Confetti actually ripped out her stern cleats from
hanging suspended on her dock lines before I
could get over to her after an unexpected “blue
norther” blew in. After rebuilding them, I think
she can safely hang from them now (however I
do NOT want to try it).
The hard racing did take its toll on her,
and in 1985 her standard rig mast developed
a permanent “S” bend that made me a bit
nervous. The rig had always been tuned carefully, and I never did find out why it happened.
When we replaced the mast, we went to a tall
rig, and I got to build all new sails! Cruising
and day sailing were also not without their
hazards however. While day sailing we had a
33-footer on Port Tack come crashing through
the 155 and ride up and over the foredeck till
her keel hit Confetti’s port rail forward of the
mast. I was below, and the on-deck crew of
both boats never saw each other. All the rigging on the port side was wiped away, the
rail severely damaged, and the hull scraped
up badly. The weight of the bigger boat sunk
Confetti’s bow and almost all the way to the
sliding companionway hatch!! She slid back
off and we popped to the surface, and I used
the spinnaker halyard to jury rig a new port
“upper”. Frank Butler makes STRONG boats!
The repairs included painting the hull with a
light gray Awlgrip from her previous white gel
coat. In 2002 we had her 6 original keel-bolts
each sistered with new stainless ones. After a
closed body turn buckle shattered one blustery day, new open forged turnbuckles were
installed. I also had found a cracked bolt for
the upper chainplates, so all the rigging attachments were changed out… Sailing hard for a
lot of years means more attention to potential
fatigue damage for sure!
I had retired from the Air Force in 1989,
and joined NASA, and we remained in
Houston, having fun with Confetti until January 1, 2010 when I retired from NASA and
we moved to Merritt Island, Florida to become
full-time grandparents! Clearly, Confetti came
with us! She now sails on the Banana River
and Indian River. We do club racing with the
Manatee Cove Marina sail fleet, and have big
cruising plans for this area since the water is
simply beautiful here!
We have always kept a pretty complete log
for our sailboats, and in Confetti’s case, we are
into our third volume! Looking back over the
log book entries as I write this article, so many
fun memories have washed over me! Our 3
grandsons are learning to sail on Confetti,
and before long will be excellent racing crew.
They already love day sailing and short cruises
and are good helmsmen, just like their aunt,
mother, and grandmother! In the next year or
so, the plans are to re-finish the decks since
the gel coat is well worn from lots of happy
feet, do some repairs on the cockpit sole, and
replace the windows in preparation for our 3rd
generation to continue to enjoy Confetti!
We hope if you get to the Merritt Island
Area, that you can come sail with us!
37
CATALINA 22
www.catalina22.org
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 40.
Commodore: DON BOYKO, 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: FLOYD MCKENZIE, cruisecaptain@catalina22.org
Planning for the Next
Season
Don Boyco, Commodore
Everyone is planning for the next season
and the association is planning too. One thing
I noticed when I became
Commodore is there are a
lot of quick projects that
can be completed, but add
them all
Wow! It is already
September, where has the
summer gone? For many
of you, the Labor Day
Weekend signals the official end of the summer
season, and soon the boats will be pulled from
their slips, and put away for their winter hibernation. When we lived in the Kansas City area,
I always put off pulling our C22 out until the
last possible weekend, it was just a sad day in
the season and I hated admitting the season was
over. Unfortunately, my sailing season has been
on an extended sabbatical since the week after
the National’s in Fort Walton Beach Florida.
I took a spill off my bicycle and injured my
right shoulder the first day of what was to be
a five-day bicycle trip across Missouri. Surgery
is now past, and therapy begins in another few
weeks, so my goal is to hopefully be able to
hoist our sails by Thanksgiving.
Speaking of Thanksgiving, I would like
to extend a personal invitation to our annual
“Post Thanksgiving Day Weekend” at the
Mission Bay Yacht Club in San Diego on
November 29th. Besides some great sailing on
Mission Bay, you’ll enjoy free boat launching,
free vehicle and trailer parking, free dockage,
and free use of the club facilities for the
weekend. With restrooms and hot showers
close by, most of us spend the night onboard;
however, hotels are available within walking
distance to the club. The club galley will be
open for breakfast, lunch, and dinner, and the
bar opens in the afternoon. This will be the 5th
year Debbie and I have hosted this weekend
event for our trailer sailor friends from around
Southern California and Arizona. C22s are
always the minority at this event, so let’s see
about changing that this year. If you are interested, drop me an e-mail for all the details, and
don’t worry, there is plenty of room for you.
In addition, do not forget, there is still
some exciting sailing right around the corner.
Fleet 58 will again host the annual “Gone
38
Vice Commodore: JERRY TALLEY
Secretary/Treasurer: DORA MCGEE, 770.887.9728 phone/fax, secretary@catalina22.org
MainBrace Editor: GENE FERGUSON
with the Wind” regatta at Lake Lanier Sailing
Club. Debbie and I will fly into Atlanta for
the weekend to observe the event. I’m looking
forward to meeting more of our members
during the regatta, and watching some great
competitive sailing. I will be easy to spot, with
my arm probably still in a sling. Good luck to
all the racers!
As always, have fun and be safe so we can
see you on the water!
Showdown in
Motown
june 29-30, 2013 — Lake st clair mi.
By mike Brackett
The first annual Showdown in Motown
Regatta is in the books and everyone rated it an
unqualified success. After a false start last year,
we cut back on the invited fleets to concentrate
on our own One Design fleet. I was able to secure
the services of Paul Krutty for the Principle
Race Officer and Race Committee duty. Paul
has a C34 and the Race Committee was made
up of his granddaughters and one of his regular
crew. We secured transient dockage at North
Star Sail Club. They offered up their empty
slips for the weekend (free) and the use of their
lawn and picnic tables which really helped out.
We had planned to launch and dock at another
location but at the last minute they denied our
request. There is a launch ramp about a half
mile from North Star so it all worked out. A
Fleet member, Ernest Kirk, didn’t have his boat
ready to sail but he volunteered to secure a boat
and work as Chase/Mark boat. His experience
racing in other fleets was a real benefit as he
and the PRO knew exactly what needed to be
done and kept the course square and the races
running like clockwork. The weather guessers
were predicting thunderstorms both days but
as luck would have it, we got sunshine, 10 kts
of breeze and minimal other boat traffic on the
lake. What more could you ask for??!!
Only 5 boats made the start line but we
fully expect we will have 10 boats next year.
There were several regulars that just couldn’t
work it into their schedule. On Saturday
night we went to a local burger bar/tavern
for dinner. We visited with Becky Sondys, the
expert crew on Scurvy Dog sailed by her late
father Bruce. Becky predicted the Scurvy Dog
will be on the race course again in the future!
Chris Kretz sure bounced back from his
weak performance at St Marys in May. Chris
posted a total of 6 points. Right behind him
was Ian Pouliot sailing his fin keel Ridiculously Awesome with 9 points. These two guys
were the real competition. Chuck Emrich (18
points) sailing Bound to Wind squeaked by
Gary Allen (19 points) to take 3d place and 4th
place respectively. Gary had a ringer for crew
but Chuck had the dog. Gunsmoke came in a
strong 5th place.
A great time was had by all and we agreed
that for Region 4, the timing of a regatta in late
June fits our local regatta schedule pretty well.
The planning is already in place for June 2014.
special Award Winners at the 2013 national Regatta meeting
2013 Best Fleet Newsletter/Website
Fleet 52, Nashville, TN
2013 Long Distance Award
Don Boyko
2013 Best Recruiter
NA
2013 Newest Racer
Corrie Anne Kosco
2013 Betty Gay Clemens Women’s Memorial Trophy
Lynn Van Hooser
2013 Region Commodore of the Year
Rich Fox
2013 Cruising Family of the Year
Dan Camacci
2013 Sandy Kennedy Spirit Award
Wynn Story
2013 Family Sailing
Terry & Todd Garner
2013 Youth Sailing
Michael Reddaway, Todd Garner, Daniel Pawlowski &
Brandon Pawlowski
2013 Fleet of the Year
Fleet 96
2013 Leadership Award
Dennis Slaton
2013 Sportsmanship Award
Ginger Noble
2013 Highest Placing Sport
Sam Beckman
US SAILING NEWS
Photo ©Chris Gribble
All Types of Sailors Find Value in Being
a US Sailing Member
From beginners to experts, from one-design sailors to offshore cruisers, and
from instructor trainers to race officials, US Sailing membership dollars support
all types of sailors in countless ways.
“Our sport is extremely diverse and US Sailing helps benefit
everyone from beginner Optimist sailors, to one-design
classes, to college sailing, to grand prix offshore racers.”
- Greg Fisher, Director of Sailing at the College of Charleston
“It’s great to see my kids become certified instructors. They
have been positively impacted by being US Sailing members.
US Sailing supports sailors of all ages and abilities to learn,
compete and enjoy the sport.”
- Jud Smith, Racer
“US Sailing provides critical services for offshore sailors like
me that range from rules, to handicap services, to safety.
US Sailing’s even-handed measurement services and rating
calculation services for a variety of handicap rules are a
worthwhile investment for the racing offshore sailor. The US
Sailing Safety at Sea Seminars set the standard for safety
analysis and instruction.”
- Stan Honey, Volvo Ocean Race and Jules Verne Trophy Navigator
Help us spread the word about our message and value of joining US Sailing
at membership.ussailing.org.
NSPS, Yacht Club
Summit, One-Design
Symposium Combined!
Interact, discover and learn from
one another at the inaugural Sailing
Leadership Forum.
February 6-8, 2014
Hilton San Diego Resort
US Sailing will bring the sport together
to connect leaders from all aspects
of our sport, such as sail training and
education, yacht club and sailing
organization management, race
officials, and industry professionals
to discuss the issues that are relevant
to all of us.
Register and learn more about the
Sailing Leadership Forum 2014 at
leadership2014.ussailing.org.
Have you ever dreamed of Bareboat Cruising in paradise?
Bareboat Cruising
Our certification course will give you the knowledge and skills to operate a 3045 foot sailboat in local and international waters.
Bareboat Chartering in Europe
US Sailing has created a simple certification program for cruising sailors seeking
to charter sailboats in European Union waters. The International Proficiency
Certificate©, an extension of US Sailing’s current Keelboat Certification System,
allows sailors who have completed a US Sailing Bareboat Cruising course to
charter sailboats without a captain in EU waters.
For more on Bareboat Cruising and chartering in Europe,
visit us at sailingcertification.com
MAINSHEET
ADVERTISING INDEX
A.B. Marine............................................23
Beta Marine...........................................26
The Canvas Store..................................14
Catalina Yachts Store...........................C2
Cruising Design, Inc..............................24
Edson.....................................................C4
FX Sails..................................................29
Forespar............................................10-11
Garhauer Marine..................................C3
Genco Marine........................................23
Harken...................................................T4
Island Nautical........................................7
Kato Marine..........................................27
Mariners General Insurance................34
National Sail Supply.............................36
North Sails Direct...................................1
Quinte Canvas MFG..............................30
Sail Warehouse.....................................18
Signet Marine.......................................19
Strictly Sail NMMA.................................3
Ullman Sails...........................................12
JOIN OR RENEW YOUR ASSOCIATION • ADDRESS CHANGE
Your subscription to Catalina Mainsheet is paid by your Association from your annual dues except
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 9207
Fayetteville, AR 72703
Annual Dues: $25 (US Funds)
Catalina Morgan 440
Steve Cooper
6580 Stonehaven Ct.
Davenport, IA 52807
Catalina 42
Catalina 42 c/o
PO Box 9207
Two years: $45 US
Three years: $65 US
Catalina 400
Catalina 400 c/o
PO Box 9207
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)
US Sailing................................................7
Yacht Thruster.......................................13
Zarcor.....................................................21
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 9207
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 9207
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 9207
Annual Dues $25 US / $30 Other
Two Years $45 US / $55 other
Associate Member/No Mainsheet $15 US
Catalina 27/270
International 27/270 Association
c/o PO Box 9207
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 9207
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
Catalina Owners without
Organized Association
IACA Members
PO Box 9207
Annual Dues: $15
Catalina 28
Catalina 28 c/o
PO Box 9207
Annual Dues: $20
Canada/Mexico $24 (US Funds)
All others $27 (US Funds)
Make checks payable to your association.
Mail completed form with dues to address above.
Mail address change to address above, not Mainsheet.
11/13
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____________________________________________________________
40
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
Technical Pull-Out
Q&A FOR YOUR CATALINA THAT’S BEEN FACTORY APPROVED FOR ACCURACY
C470 Association
Technical Editor
Joe Rocchio
jjr@onward.ws
Routine Maintenance
fluid level is visible and add the recommended lubricant if low.
While you are at it, check the two
screws that fasten the chain stripper to
the windlass base to see that they are
tight. The infamous anchor rode twist
problem that I wrote about in a previous Tech Note will put a lot of strain
on the stripper and cause the screws to
loosen. I strongly recommend replacing
the slot-headed screws with 6-mm hexsocket screws because it is much easier
to properly tighten the latter.
The windlass (Maxwell 1200 or
1500) is an unsung hero on the Catalina C470, quietly doing its job – almost
in the background – just reliably there.
Aboard Onward where about 200 or
more nights a year are spent at anchor,
it is one of the more critical components
necessary to allow me to sail safely and
comfortably singlehanded. It is almost
taken for granted until it is not able to
do its job. That is an eye-widening experience when it occurs and potentially
hazardous. A lot of posts on the C470
owners website attest to this. So here is
a summary of important issues.
One of the most important parts of
a routine maintenance schedule is the
cleaning and lubrication of the windlass
gypsy/capstan clutch cones. At least once
a year and twice if you anchor as much
as Onward does, the gypsy/capstan unit
should be disassembled, cleaned, and the
surfaces of the clutch cones burnished to
a smooth and uniform finish. A coating
of anti-seizing grease should be applied to
the mating surfaces of the cones and other
moving parts before reassembly. The cone
friction should be set to the minimum
necessary to raise the rode and anchor
under light loading conditions. The idea
is - the clutch should slip under any load
that might damage the gear drive train or
overstress the electric motor.
The transmission unit has a plastic
fill port/sight glass to check for lubricant
level. It is important to check that the
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 40.
Technical articles are the opinion of the authors and not necessarily the advice of Catalina Yachts,
Catalina Mainsheet or the National Associations.
Windlass Downs & Ups
MAGAZINE SUPPLEMENT
Winter 2013 • Vol. 31 • No. 4
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
The chain distribution in the locker
is important as I have found there needs
to be a gravity fall of about 18" for
the rode to come cleanly off the gypsy/
stripper and stow itself in the locker
without piling up.
Direct questions and comments to your class technical editor.
Catalina 470
Joe Rocchio
jjr@onward.ws
Catalina
Morgan 440
Mike Simpson
mike@3-sheets.com
Catalina 42
Gene Fuller
gefuller42@comcast.net
Catalina 400/445
C400
Brian Mistrot
brian@pbmfirm.com
Olav Pederson
olavnp@gmail.com
C445
John Clements
tangaroaiii@gmail.com
Catalina 380/387/390
C380/390
Tim Porter
serendipity380@gmail.com
C387
Tom Brantigan
Tbrantigan@verizon.net
C385
Chuck Couture
Clcouture@ymail.com
WINTER 2013
Chain Rode Distribution in the
Anchor Locker
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 350
Bill Templeton
pbtemp6816@verizon.net
Catalina 34/355
C34
John M. Nixon
jmnpe@flash.net
C34
Ron Hill
ronphylhill@comcast.net
Catalina 310
Bill Lewis
wol1@yahoo.com
Catalina 30/309
Max Munger
catalina30@
verizon.net
Catalina 28
Dick Barnes
dickbarnes@
earthlink.net
Catalina 27/270
C27
Judy Blumhorst
judy@hydesailsUSA.com
C270
Phil Agur
pjagur@sbcglobal.net
Catalina 26
Art Harden
artstree@aol.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
Catalina 320
Chris Burti
clburti@gmail.com
T1
CATALINA 470
Remote Operation
Setting up the windlass for remote
operation as on Onward is simple and I
highly recommend it. A two-conductor
wire must be run between the +12V
up and down activation terminals of
the windlass solenoid box in the bow
and the starboard helm station where
a single-pole double-throw momentary
switch is installed. A separate +12 V
feed line to this switch should be run
from the DC power panel (Onward uses
a dedicated circuit breaker for this).
Rode Counter
Maxwell offers a digital rode counter,
the AA150, which is handy to have. For
years I found that it took about 6 seconds
for the windlass to deploy 10 feet of chain
and about 8 seconds to retrieve 10 feet.
The strips of rip stop nylon I tie every 10
feet are a good visual marker. Recently I
added the rode counter and this required
a small cable to be run from the bow
to the starboard helm station where the
display could be wired into the remote
operation switch connections. The 1500
is ready to use the rode counter with a
magnet already built into the gypsy and
a sensor access hole predrilled in the
mounting plate. It was necessary to drill
a hole through the deck to mount the
sensor in the windlass base and then connect to the cable running to the display.
Neat! Between the remote switch and the
rode counter, the Captain will get smiles
from the foredeck Admiral.
Troubleshooting
Solenoids: It is a good idea to carry a
spare 12V solenoid switch in case either
the Up or Down solenoid should give up
the ghost. The symptoms of this are that
the windlass will operate completely
normally in one direction but not the
other. [Note: if, say, the more critical Up
solenoid should die, you can switch the
motor +12V feed wires to the working
solenoid’s terminal in an emergency.]
Switches: Check the waterproof
switches regularly for degradation of
the rubber covers. Replacement waterproof covers and the microswitches that
they protect can be purchased very inexpensively. (Onward carries spares).
Windlass
Mounting
Integrity:
This summer while cruising Maine,
Onward’s Maxwell 1500 windlass
began to behave abnormally. I had carefully performed the routine cleaning
and lubrication maintenance before the
start of the cruise. Remotely operating
the windlass to set or retrieve the rode
is an easy and routine activity aboard
Onward. The windlass normally has
no problem bringing the heavy Manson
T2
Supreme anchor aboard but suddenly it seemed to lack the oomph.
I thought the clutch was slipping
so I tightened it up a bit and this
seemed to work – until the next
time I retrieved the anchor. I found
that letting the rode out a couple
of feet and then bringing it back
aboard seemed to work. Then I
needed to try this a couple of times
in succession to be effective. Then
the circuit breaker started popping
off when I did this – something it
had virtually never done before.
This culminated on a windy
night at Hadley Harbor after
Merlin, a buddy boat, had rafted
to Onward’s port side and we
realized I needed to re-anchor
the raft a bit farther away from
another raft for their psychological comfort. This is normally an
easy thing. I had Ed at the Helm
of Merlin with engine running but Under-deck components of Maxwell 1500 vertiin neutral while I gently powered cal windlass.
forward to retrieve the anchor
providing more power. In this design,
and move it. Then the windlass circuit
the motor and transmission unit is
breaker kept flipping off. Tina, Admiral
attached at a right angle to the windlass
of Merlin, came aboard to keep flipping
base unit via a large knurled ring that
the breaker back on until I managed to
tightly couples them together and allows
re-anchor. That accomplished, I first
for horizontal rotation of the motor and
declared that Onward wasn’t moving
transmission unit to accommodate the
from this anchorage until the windlass
mounting compartment. The transmisproblem was diagnosed and fixed if possion unit is split horizontally in two secsible, then I lit the cocktail hour light to
tions that are held together with four
reduce the stress of all involved.
large hex-socket SS screws.
By 0615 the next morning, I had
Somehow, these screws had loosalready checked all the power connecened with use and this allowed the top
tions from battery to motor for the
and bottom sections of the transmission
windlass and found no problem with
housing to shift slightly when loaded.
a loose or dirty connection whose
It had gotten to the point where they
increased resistance could have caused
could shift just enough to cause the
the windlass power draw to increase
vertical shaft gear to bind against the
and activate the breaker. Next I took
horizontal worm gear resulting in a very
the chain off the gypsy to see if having
high load and current draw that would
no load would make a difference when
activate the breaker. The fix was quick
I tried to operate the windlass. At this
and simple: tighten the four hex-socket
point, Ed came aboard and stationed
screws (see photo).
himself in the bow where he could see
Checking the windlass on a periunderside of the windlass. At first the
odic basis (every couple of months) is
windlass worked fine in both directions
now part of the maintenance schedule
– like there was no problem at all. So I
for Onward. Check: power connecput some loose chain on the gypsy and
tions for tightness and cleanliness; the
ran it back and forth and it still worked
four hex-socket screws on transmission
fine. Then I put a length of rope from
unit for tightness; the knurled knob that
a bow cleat around the rope capstan so
connects the motor to windlass base
I could pull on it to vary the load on
for tightness; for any signs of seawater
the windlass. The first time I did this,
leaks around windlass base, mounting
Ed yelled “Stop!”When I stuck my head
ring and bolts; for signs of transmission
through the hatch he said he thought he
lubricant level and leakage. Note: it is
had found the problem. And he had!
worth learning how to get behind the
I, like many other C470 owners,
washer/dryer or forward shower cabinet
had replaced the original Maxwell 1200
to get to the windlass for these periodic
windlass with a newer design Maxwell
checks and service.
1500 that had the same physical and
electrical mounting characteristics while
CATALINA 440
Catalina Morgan 440 National Association
CM440
Association Editor
Mike Simpson
mike@3-sheets.com
Leisure Furl Boom
Maintenance and Sail Care
For those of you with the Leisure
Furl Boom option, see the information
below. Personally, this boom/sail system
has been a great addition to the boat,
but like any new technology, there is a
learning curve. Boom angle alignment is
always an integral part of the procedure
for raising and lowering the sail and
care must be taken to ensure that the
downhaul is wrapping correctly within
the drum (I know this from personal
experience).
The question and answer sections
discuss a wear and tear issue with the
head of the sail and luff rope. Also discussed is a cover for the exposed section
of sail not covered by the boom’s sun
cover. I’ve included pics of that wear
and tear we are currently experiencing
and the sun cover we designed to prevent sun and water damage to the sail.
Do not ignore the wear and tear
issue!!! The luff will continue to fray
and when you attempt to raise the sail,
the frayed ends will cause increased friction in the track, possibly jamming it
and preventing the sail from going up
further. Not good. Especially when your
electric winch doesn’t care and tries
to power through. Do that and you’re
looking at a torn luff tape or worse…
If you do not have a sun cover to shield
the exposed sail, I highly recommend
getting one as you will have significant
deterioration from the sun, possible
molding, and maybe a mud dobber nest
or two. This is a simple fix – even if you
just wrap it with some scrap canvas and
a couple of sail ties. Also, notice that
there are links to Forespar detailing the
setup and operation of the boom – very,
very helpful. Thanks to Steve Cooper
for forwarding this along. –Mike
A conversation between Hal
Breliant, 470 #169, and Alan
Massey
(Alan’s replies are in quotes)
Alan, the top of my sail frayed. The
bolt rope sleeve at the headboard began
getting worn. Then the bolt rope insert
began to show inside of the shredded
fabric. Eventually it all fell apart. The
same thing has happened to the other
WINTER 2013
two 470 Catalina’s that Nest Egg sold.
Mine was the most recent. I don’t know
if it has occurred on the 44 owned by
Steve Cooper, as yet. Our boats are in
the water 4 months out of the year. My
boat is an 09 that has been in service
since end of Auguat 2008. I had a repair
done and reinstalled the mainsail. Before
taking the sail out, I took pictures, but
I could not tell from the photos how
many wraps of the attaching lines need
to go through the clew and tack to the
fittings on the boom.
I have 3 questions:
Has Leisure Furl done anything to
prevent this from reoccurring? It is obviously not a fluke on one boat.
“The head of the sail and the bolt
rope can show wear in this area. How
much is dependent on many factors.
This is considered normal wear.”
How many wraps (loops) of the
attaching lines go around the clew and
tack to the respective fittings?
“The tack does not need a number
of wraps as less bulk is desirable to help
keep the sail roll as small as possible.
The clew needs two lines; one through
the clew and around the mandrel plus
the second line through the clew aft to
the clew pad eye. I am putting the link
to the video on our website show how
this is done.”
http://www.forespar.com/leisurefurl/videos.php?v=TeOfRWe8ocY
Adjusting the luff tension and outhaul
for the point of sail and existing conditions are made with the furling line tensioned against a cleated halyard. Please
review the videos explaining this on our
website.”
http://www.forespar.com/leisurefurl/videos.php?v=mwVYnXN1pEM
As a suggestion: The sail showed
signs of some amount of UV damage.
Paul’s sail had worse UV damage then
mine. I don’t know about John’s boat.
With the boom at 87 degrees,, the
UV cover does not conceal the luff
and headboard. The furled sail luff is
exposed to UV when the sail is furled
and cover closed. Paul came up with the
idea of putting an additional cover over
the expose luff when the built-in UV
cover is closed. I thought it was worth
mentioning since there is no factory UV
cover that conceals the luff. If you are
interested, one of us could send you a
sketch. It is just a rectangle with a line
through the forward edge, and laced
across the bottom.
“Some owners do make or use these
covers but most do not. We offered this
option at one time and the option was
rarely used. There are too many variations in spar section, and mast hardware
placement to make any “universal”
cover. A local canvas person can easily
make such a cover should someone
request one.”
How does one get the foot of the
sail tight? How tight should it be? We
cannot seem to get much slack out of
the foot. It took two people to attach the
clew after the tack had been fastened.
To tighten the clew, we put an additional line through the clew and pulled
back on that, then put 3 wraps of the
permanent line on, and tied it as tight
as we could. The boom is about 5’-6"
above the nearest place to stand. So,
there is no way to get any real purchase.
The foot seems loose. This is similar to
a conventional sail with an attached
foot with the outhaul almost completely
relaxed. I realize that the sail can be flattened once it is reefed by pulling down
on the downhaul, but not on a fully
hoisted sail.
“The foot is not supposed to be
overly tensioned at normal downwind
sailing. The Leisure Furl mainsail is
setup with a sift cuff and a soft foot.
T3
CATALINA 38
C38 Association
Technical Editor
Steve Smolinske
SSmolinske@
rainierrubber.com
NMEA 0183
What a wonderful concept to be able to fill our boats with
lots of toys and to have them work together, sharing data across
any number of instruments and to have that functionality at the
touch of a button! Data in - data out, how simple it all seems…
With this in mind, I decided to look into my instruments to find
out why some of the functions were not working quite like they
should and to add an AIS class B transponder. To give you an
idea how well it went I will relay a dream I had about mid-week
into this simple chore. In the middle of the night I was woken by
our dog, Viton’s (pronounced Vi tahn, like the rubber, not the
handbag) excited whining. As he approaches his eighteenth year,
his sight and hearing have all but faded and he occasionally gets
lost in the house. As I laid in deep REM sleep his yelps of panic
were being interpreted by my brain as NEMA! NEMA! NEMA!
I’m glad to say that after some time at my desk searching the net,
reviewing manuals, making countless drawings and phone calls to
manufacturers, the puzzle was finally solved.
As I mentioned, the catalyst for the project was to integrate
my Class B AIS transponder with my DSC capable VHF radio,
Now also available on Amazon.com with Amazon Prime keyword: Harken Sport
T4
small chart plotter, Nexus instruments, larger chart plotter
at the wheel and my autopilot. With the end goal of having
all this information available at my lap top and route
planning software. This was my first attempt at wiring
everything together as in the past I had several different
installers work on the boat. Before I get into the literal
pluses and minuses of the project it is probably best to
start with some general definition.
Most of us if not all of us are well aware of GPS technology and the wealth of course and navigation data that
is available. From simple position location to more exotic
uses within route planning software programs, enough
can’t be said regarding the advantages to having GPS
capability. That same information can be incorporated
into a DSC (Digital Selective Calling) capable VHF radio.
What DSC offers the mariner is the ability to transmit an
emergency message complete with your unique MMSI
(Maritime Mobile Service Identity) number and position
to the Coast Guard and similarly equipped nearby yachts
with the push of a single button. It also allows confidential communication between DSC capable radios. On the
AIS (Automatic Information System) side, the technology
is broken down to two capabilities, transmit and receive.
An AIS receiver gives you the ability to receive information
from vessels that are transmitting and then display that
on a chart plotter or laptop. One can pull up information
ranging from MMSI, Call Sign, destination, course and
speed and type of vessel and cargo. Passenger vessels and
vessels larger than 300 gross tons are required to transmit
AIS Class A data. The new Class B AIS standard gives that
capability to smaller vessels through a new generation of
low cost AIS transceivers. Class A transmitters are more
powerful and more expensive and can generally be seen
from 20-30 miles, while Class B generally has a range of
5-7 miles. With all of this wonderful information available, NMEA (National Marine Electronics Association)
came along with a standard? (Yes that was a question
mark and not a typo) While there is a standard, there is
enough dissimilarity to cause one to wake up in the middle
of the night to a barking dog and hearing NEMA! NEMA!
NEMA!
So here is how it works, you have two new toys that
you want to connect together and share data. On the back
of the units is this cable with lots of tiny little color coded
wires with no rhyme or reason to the color coding except
that each manufacturer has different colors than the next.
After looking at these bundles the next step is peruse the
manuals for the wiring diagrams and when you put them
side to side you find things like Tx+, Tx-, A,B, Out, In,
Rx+,Rx-, Ground, or just numbers. In other words, the
concept is simple, but no one is attending to a common
reference schema! Reality is you are left scratching your
head, wondering what that mathematical calculation is to
determine the potential number of alternative connections
you will try before you get the right one. The trick is going
back to basics and remembering NEMA operates on a few
basic rules that if you follow… you will be able to get this
to work.
(http://www.gpsinformation.org/dale/nmea.htm is a link
to a helpful website which goes into depth about NMEA
sentences and its operation) Rule No. 1 goes like this: OUT
(Transmit, TX, Output) from device A to IN (Receive, Rx,
CATALINA 38
RXA+ White
ORANGE
IN2+ Brown
YELLOW
IN2- White
Port 1
RXB- O/W
NMEA STD
GARMIN
5208
IN1- Green
BROWN
RED
RADAR
RACE
BOX
TX OUT GREY
COMMON BLACK
TX IN VIOLET
RX IN BROWN
1
2
GARMIN
540
ICOM
604
VHF
ICOM
802
SSB
IRIDIUM
9555
VERIZON BROADBAND
WHITE TAPE
COM 4 NX2 FDX/19,200
RED TAPE
Input) on device B, keeping your polarity
constant between connections. Easy when
the wiring diagram shows something like
Rx+ or NMEA Output + NOTE: some
manufacturers just have an out and an
in wire and no return which means you
need to use the ground wire. NEMA also
makes a loop back to the device that the
signal originated from so if you go out
for instance on Device A Tx+ to Device B
Rx+ then you return on Device B Tx- to
Device A Rx-.
Rule No. 2 is that a device can talk
to or send its data to up to three other
devices but it can only receive data from
one other device. In NMEA speak you
can have three listeners to one device
and only one talker to that same device.
Simply stated, where you place your
instruments in the NMEA chain is very
important! The exception to this rule is
if you add a NMEA multiplexer which
takes the signals from multiple devices
stores them up and transmits the data in
an orderly stream to the listener.
Rule No.3 is most devices transmit
and receive at 4800 baud with exception
of AIS which transmits and receives at
38,400 or higher. You need to change
the settings on your GPS unit for the
port that an AIS unit is connected to
the high speed setting. This is important
to remember when connecting multiple
devices as your GPS can be configured
to accept AIS data but your VHF radio
cannot, so you need to pay attention
to where in the chain you place instruments.
Rule No. 4 Data is daisy chained
and passed from one unit to the next so
if for instance you send your AIS data
to your GPS, your GPS will now display
that information on your screen. You
can then hook up your VHF to your
GPS on another port set at a lower speed
WINTER 2013
TX OUT BLUE
RXP - BLUE
TXP- GREEN
TXP + WHITE
RXP + BROWN
RS232
HPC----Wind---Knot---Depth---
AMEC
AIS
Class B
RS232/38,400
4B- RED
11B- BLUE
NEXUS
FDX
SERVER
COM 5 NMEA
COMPASS
3A+ ORANGE
GREEN
ORANGE
TXA + BLUE
TXB - BLUE/W
AUTO
PILOT
10A+ YELLOW
TXA+ GREY
TXB- PINK
NMEA IN -
GREEN
NMEA IN +
BLACK
RXB- R/W
NMEA OUT -
RXA+ BLK/W
GARMIN 540
PORT CONFIGURATION
Port 1 NMEA HS
Port 2 NMEA STD
NMEA OUT +
VIOLET
NMEA IN - BLACK
RXB- V/W
NMEA IN + GREEN
BLUE
NMEA OUT - BROWN
RXA+ VIOLET
NMEA OUT + YELLOW
Port 4
NOLAND
Multiplex
RED
RXA+ Brown
Port 2
NMEA STD RXB- BR/W
Port 3
NMEA HS
PEREGRINE
CATALINA 38
NMEA CONNECTIONS
08/2013
IN1+ Yellow
DIGI
HUBPORT
7/C
COM 7/WHITE&RED TAPE
USB PLUG IN TO LAPTOP
DELL LAPTOP
EXPEDITION, AIRMAIL
NEXUS, COASTAL
EXPLORER AND AMEC
to transmit your GPS data to your VHF
and then your VHF radio will have the
information it needs and can then pass
that GPS data onto an another NMEA
compliant device.
What finally made this project go
smoothly was the decision to slow
down and do one step at a time. What
I did was draw out a map of my instruments and document down each wire
regarding color and polarity as listed in
the manuals without trying to solve the
entire puzzle at that time. Next I picked
the first piece of equipment which in
my case was the AIS and made the connections based on the drawing. What
works really well for
this step are the plastic
connectors with the
screw terminal. They
allow you easily make
changes until everything
is working. Once I had
the AIS output to my
chart plotters I wrote
down on the schematic
which color wire went
to which color wire.
The next night I did the
same thing, going from
the GPS to the VHF.
The third night was the
GPS to the instrument
server and the fourth
the server to the second
chart plotter. After
each step was recorded
on the schematic and
the connection was
working, I checked off
below the device on the
schematic the functionality that was desired
and achieved. The last
step was to come down
on a Saturday and to do a final, permanent connection of all wires and to clean
up the bundle of cables for a nice tidy
install. I strongly suggest making several
copies of your wiring diagram before
you start recording the color combinations and to double and triple check
your work after copying the diagrams
from the manuals. I spent several hours
trying to figure out why a connection
wouldn’t work and then went back to
the manual to discover that I had transposed the colors on two wires for one
device. Due to my long learning curve
it took about 15 hours of research, calls
to manufacturers and trial and error to
get the job completed. It was well worth
the time and effort as I now have an real
understanding of how NMEA works
and the ability to trouble shoot and
problem solve any future issues. I also
understand the vast potential underlying
this typology and will be able to add on
to my buss when the next new “got to
have” gadget comes along! So in the end
Peregrine is now set up with an AIS transponder, set to receive and display other
vessels on both of my chart plotters
and to plot these within my navigation
software as well as transmitting my AIS
information to other vessels. My navigation software is also working with information from my ships instruments and
GPS. The Radio is DSC capable and the
autopilot receives information from the
wind instruments and the GPS too. Lets
go sailing!
T5
CATALINA 380/387/3990
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
Thanks to Jeff Church for this submission. –Tom Brantigan
External Voltage Regulator
This summer our cruise ended short of
Lake Huron’s North Channel, again, but
we did anchor out for two beautiful starlit
nights at South Manitou Island in northeastern Lake Michigan. I didn’t expect
battery capacity to be an issue while we
were anchored out, but with the remote
North Channel in mind I did keep an eye
on the Link 20 battery monitor. After 36
hours on the hook, it told me that our two
house batteries were 55 and 70 percent
discharged. Our refrigerator, lights, water
pump, shower pump, electric head, stereo,
anchor light, and other 12-volt accessories
had managed to pull 200 amps out of our
320 amp house supply.
To my surprise, after motoring 8.5
hours across the lake to Washington
Island, Wisconsin, the Hitachi LR18003C alternator had only managed to
deposit about 100 amps back into the
bank. The house batteries were still
about 30 percent discharged. Another
night at anchor would have put them
right back to where they were when we
left South Manitou.
After a little research, I learned that
the 80 amp Hitachi alternator should
have enough capacity. The problem
is that its internal voltage regulator is
designed to charge a car battery, not a
deep-cycle marine battery. Fortunately,
there is a reasonably affordable way to
make the alternator much more effective. The solution involves modifying
the alternator and installing a multistage external voltage regulator.
T6
I used a Balmar MC-614 voltage regulator because it works well with the diode
that isolates my house batteries from the
starting battery. The MC-614 has a separate Sense wire to measure voltage at the
output post of the diode rather than at
the usual location, the alternator positive
post. If you do not use an isolation diode,
the Balmar ARS-5 regulator is a slightly
less expensive option. I also installed a
Balmar MC-TS-A alternator temperature
sensor. With the temperature sensor, the
regulator will cut back on output before
the alternator overheats. The two pieces
cost a total of $400 dollars.
Converting the alternator involves
some very careful soldering. If you have
any doubts about your ability to stick a
soldering iron into the guts of your alternator without making a mess of it, you
can have a qualified shop do the alternator conversion for a reasonable price.
Also, I chose this particular approach
to re-wiring the alternator because it
allows me to re-connect all the wires to
their original positions and revert to the
internal regulator if the MC-614 ever
fails. There are other methods. Some
are easier and do not provide a backup.
Some provide an automatic backup but
may require a bit deeper understanding
of electronics than we handyman types
typically possess.
Remove the alternator from the
engine. Make a reference line on the side
of the case across the front, middle and
back sections to facilitate reassembly
in the original orientation. Four Phillips screws hold the case together. After
removing the screws, pry on the case a
bit to separate the front section from
the middle section. Avoid sticking any
sharp object into the case far enough
to scratch the insulation on the stator
windings. As the case comes apart, the
pulley and rotor will stay with the front
section. The stator coil is attached to the
middle section. The stator is soldered to
the assembly in the rear section of the
case that consists of the diodes, brushes,
internal regulator, etc.
Take some reference photos at
this point and throughout the project.
Remove the five nuts and three insulators that secure the stator and diode
assemblies to the rear case. Lay the alternator on the table with the stator on the
bottom and the rear case on top. As you
gently pry and pull the rear case away
from the stator and diode assemblies,
feed the yellow tachometer wire into
the case. For future reference, note that
there are insulating washers on the positive and negative threaded studs, and on
the stud in between them. The washer on
the negative stud is thinner than the other
two. Also note the angle of the brushes
in the brush holder. The brushes will
probably fall out when you cut the wires.
Make sure that you orient them correctly
in the brush holder during re-assembly.
Take a few notes or photos to document where each brush wire is soldered
to a regulator terminal. De-solder the
brush wires or cut them right at the
solder terminal. You will need the
entire length of the short brush wires to
facilitate soldering and shrink wrapping
them to 1' long, 16 gauge extension
wires. Push the ends of the brush wire
and extension wire together so they are
intertwined for about 3/8", twist them
slightly and solder them together.
Solder a 1' length of wire to each of
the regulator solder terminals where the
brushes used to be connected. Bringing
all four wires out instead of just the two
brush wires provides a backup. If the
CATALINA 380/387/3990
Balmar regulator ever fails, you can connect the pairs of wires, and the brushes
will be reconnected to the internal regulator. If you look close at the male and
female connectors on the wiring diagram, you will see that the Brush, Lamp,
Switched +, and Tachometer wires can
all be returned to their original connections in the event of a failure of the
MC-614.
Secure the pairs of wires together
with nylon wire ties. Keep the brush
wires separate from the regulator wires
so that the brushes can slide in the brush
holder. Label the outboard ends of the
WINTER 2013
four wires, Front Brush, Rear Brush,
Left Terminal, and Right Terminal.
As you slide the middle and rear
sections of the case back together with
the three insulating washers in place,
feed the four wires out through a vent
hole at the top of the rear case. Also pull
the yellow tachometer wire back out as
you go. Make sure the brushes can slide
freely in the brush holder. Also, make
sure the wires are positioned so that
they will not chafe. Reinstall the insulators and nuts on the rear case. Attach
the Balmar heat sensor beneath one of
the nuts.
When joining the front case and
rotor to the middle section, the brushes
will need to be held back into the brush
holder and against their springs. There
is a hole in the back surface of the rear
case for that purpose. A toothpick or
straightened paper clip inserted into that
hole and past the brushes will hold them
back. Reassemble the case and then
remove the toothpick. As you do so you
will hear the brushes snap into place.
Make sure that your marks on the case
are aligned, and tighten the four Phil-
lips screws. Finally, verify that the rotor
spins freely.
Referring to the wiring diagram,
crimp male quick disconnects onto the
two internal regulator wires and secure
them out of the way with a wire tie. You
will not need them unless the MC-614
fails and you want to revert back to
the internal regulator. Crimp female
disconnects onto the two brush wires.
Connect one of them to the alternator
ground post through a short wire you
will prepare with a ring connector on
one end and a male disconnect on the
other. Connect the other brush wire to
the blue Field wire #4 in the MC-614
4-wire connector after crimping a male
disconnect onto the blue wire.
Cut the blue/gray (B/G) and red/gray
(R/G) wires that are attached to the T
connector on the back of the alternator.
Leave about 2 inches of wire extending
from the T connector so that you can
crimp male disconnects onto those
wires. Secure them out of the way with a
wire tie. Crimp female disconnects onto
the ends of the B/G and R/G wires that
go into the Yanmar wire loom. Crimp
a male disconnect onto the Key Switch
wire #3 from the MC-614 and connect
it to the R/G wire from the wire loom.
Crimp a female disconnect onto a length
of wire, and connect it to the Lamp terminal #17 on the MC-614. The other
end of the wire receives a male disconnect and connects to the B/G Lamp wire
from the wire loom. The wires that connect Lamp, Stator In, and Tachometer
Out are all a minimum of 18 gauge.
Crimp a male snap connector onto
the supplied white wire connected to
Stator In terminal #12 on the MC-614,
and connect it to the yellow tachometer feed wire which exits the rear case.
Crimp a female disconnect onto a length
of wire, and connect it to the Tachometer Out terminal #13 in the MC-614.
Crimp a female snap connector onto the
other end of the wire, and connect it to
the orange/gray tachometer wire in the
wire loom.
Connect the remaining Power,
Ground, and Sense wires as outlined
in the Balmar instruction booklet. Use
14 gauge wire for the Power and Sense
wires if they have to be routed to the
vicinity of the nav station breaker panel.
Otherwise, use 16 gauge wire.
Before installing the MC-614, I
tested the stock alternator output by
discharging 50 amps out of one house
battery. After shutting off all DC loads,
I started the engine and checked voltage
and amperage on the Link 20 battery
monitor. Initial readings were 13.3
volts and 37 amps. If that voltage seems
T7
CATALINA 380/387/3990
much too low, it is because the Link 20
measures voltage at the battery. Voltage
at the alternator positive post is a bit
higher. After only 5 minutes, output
was down to 12.5 volts and 25.7 amps.
The internal regulator was decreasing
voltage output, and at that low voltage
relatively few amps were being pushed
back into the battery. Not bad for an
automotive alternator that rarely sees
a deeply discharged battery. Not good
for putting 200 amps back into a marine
deep-cycle battery.
After installing the MC-614, I
repeated the experiment and found
major differences. Initial output measured at the battery was 13.85 volts
and 57 amps. Much higher than with
the internal regulator. After 5 minutes,
output was 13.85 volts and 50 amps.
At ten minutes it was 13.9 volts and
46 amps. At 15 minutes output was
13.95 volts and 42 amps. The display
showed that the regulator was in Bulk
mode, voltage was holding steady, and
amperage was slowly declining as the
battery charged. In short, the alternator
was finally doing its job, and now the
boat was much better equipped for
extended time on the hook.
Next summer we are definitely going
to the North Channel! –Jeff Church,
C387 #145
C42 Association Technical Editor
Gene Fuller
941-505-0215
gefuller42@comcast.net
No submission this issue.
Please send your technical
questions for our next
edition.
Destinations
Write your Association Editor (1200 words plus one or two photos) with a critique of
your favorite cruise destination. Tell us why and give us tips, plus cautions. Pass it on!
T8
– James Holder, Publisher and Editor
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
C36 MKII
Thank you, Chic Lasser, for this windlass
replacement information. –Bud Street
Windlass Replacement
Updating 1995 Maxwell 500 Windlass
Spendin’ Time is a 1995 MKII and
my wife and I have been refitting her
little by little over the years. This year’s
project is to replace the old Maxwell
500 horizontal windlass that came with
the boat way back when.
When our boat was built, having a
windlass was pretty big stuff but since
then, like everything else, technology
has made them much better. First off,
we wanted one with a chain gypsy as
well as a capstan, plus it had to handle
rode to chain seamlessly. After a few
years searching for what we wanted at
Annapolis we finally settled on another
Maxwell, but as luck would have it
Maxwell introduced a new model in late
2012 that would do everything we were
looking for the VW10. So off we went
on this project.
WINTER 2013
Removing the old windlass:
Sounded easy enough, but with
our luck CY never included the install
instructions in our manual so I was sort
of flying blindly here. With a little help
on the chat group I got started. Step one
is the pry off the plastic cap that is in
the center of the windlass. This exposes
a slotted screw, which I was told would
be a bear to get off. No problem there,
came off like it was installed yesterday.
Next you need to remove the capstan,
should be easy, RIGHT! Eighteen years
had taken its toll and it would not budge
no matter how hard I hit it, pried it or
heated it. Remember I had no drawing to
go by so it was just try and figure it out
as I go. Spent two days on and off fooling
with this till a dock mate suggested a
pulley puller, WHAT? Although I am real
handy with lots of stuff, gelcoat, woodworking and other stuff, motors and me
do not get along so I had no idea what a
Pulley Puller was. Turns out, auto parts
stores loan these gizmos, so off to Pep
Boys and after putting a security deposit
down I got a 7 Ton Pulley Puller that I
thought might just work.
At the boat I went to set it up and
low and behold not enough room
between the capstan and the windlass
base. Frustration was starting to set in
so I went to the big guns and got out my
Propane Torch. Twelve minutes later it
was pretty warm so I put a larger slotted
screwdriver between the base and capstan and started to pry. The most I could
get it to move was 3/16" and I still
needed more room for the puller. That
3/16" did give me enough room to get
a crowbar in for more leverage. Still no
movement, not a good day but I kept at
it and all of a sudden it moved about ¾"
which was enough for the puller. I put
the slotted screw back in to protect the
threads and set up the puller and began
to turn the screw and little by little it
came off. SUCCESS!
To remove the chrome base plate
there are four hex bolts they came out
but the plate would not budge. Now I
was mad!!! Having no idea how it went
together I tried the same process as
above and gave up.
The next morning I called Maxwell/Vetus and spoke to Bob Walker
who tried to explain how he thought it
might be put together but wasn’t sure
and either was I. Bob finally said let me
go back and search for a manual in our
files since it was very old. A few minutes later my email dinged and there it
was, a set of line drawing, this was
gonna make it a lot easier.
With this in hand back to the boat,
still wouldn’t budge but over a cold one
I noticed threads in the bolts on both
ends that screw through the bulkhead,
Ah Ha! They must tread into the back
of the plate.
I already had removed the trim
molding in the V Berth and unscrewed
the bulkhead to expose the inside of the
anchor locker.
After disconnecting the power to
the windlass at the circuit breaker so
I would not get electrocuted I set out
to loosen the four bolts that hold the
windlass to the boat. But first I have to
remove the wires to the windlass, easy
enough. There is an access panel in the
anchor locker which allows you to get
at one of the more difficult bolts the
others are easily accessed from the V
Berth. After removing those bolts the
plate slipped off and the windlass was
removed. Next the install.
First thing I had to do was fill the
old holes to allow for the drilling of
the new. I mixed up West System with
Cabisill filler into a peanut butter consistency and filled the old holes in till it
came out in the inside of the boat. Then
I took my finger and gently pressed into
the holes in the locker to create a small
indentation for gelcoat. Now I went
into the V Berth with a putty knife and
scraped off the excess coming out of the
hole to create a smooth surface. Let it
dry and harden for a day. Then I took
some raw gelcoat and made a paste with
Cabasill, surfacing agent and accelerator, catalyzed it and filled the indentations I made above. Let it set, sanded it
smooth and then shot a coat of white
gel over the area. Sanding it smooth and
buffing it up made it look like new and
ready for the install with new holes.
With the old windlass gone and
holes filled we moved to then next part
“the install”. The first thing I did was
make a template for the hole spacing of
T9
CATALINA 36/375
the new unit. My initial thought was to
make it out of ¾" marine plywood, so
I transferred the paper template to the
plywood, shaped it, cut the center hole
and set up my drill press. Next I made
a backing plate made of ½" plywood
and a center hole to use as a guide for
my hole saw. With the holes in place I
took my template to the boat along with
drills and a 3 ¾" holes saw to enlarge
the existing hole for the new larger unit.
second re-drilling. If you do this project
take my advice and start with the maple
template and do it once it will save you a
lot of time and aggravation.
Putting the screws back into the top
holes I cleaning drilled the lower holes.
Although they did not come out perfect
they were really close and usable.
With the holes in place I took the
paper template that Maxwell supplied
and transferred it to a piece of ½" star-
put an up/down switch in the locker, but
I wanted a backup to my remote in the
event I dropped it overboard or lost it,
so I kept the UP footswitch in place. The
wiring diagram was pretty straightforward but I did consult with an electrical
engineer friend to make sure I did not
screw it up. (Even after that I forgot to
ground the solenoid to the motor and
fortunately the guys at Maxwell caught
that “faux-pas” for me.
At the recommendation of Maxwell I set
the stripping ring at about 8 o’clock so
the chain and rode would just flow into
the locker. I also aligned the center hole
forward of the existing since I had room
and wanted more room from the back of
the anchor locker. I also centered the top
of the new hole with the existing hole
since the chain gypsy was larger than my
old windlass. With this done I used two
C clamps through the old large center
hole and the hole in my template to
hold my drilling template in place. I now
drilled the four holes for the windlass,
after each hole was drilled I put a 3/8"
bolt in place to hold it steady. Now I was
ready for the backing plate so I could use
my hole saw to enlarge and reposition
the center hole. To my surprise only two
of the four holes lined up cleanly, what
went wrong?? Even though two holes
did not line up I used the two that did
to mount the backplate and give me the
center guide hole of the hole saw and
enlarged the center hole for the windlass.
Now back to my other problem, I could
only assume the drill was torqued a bit
while drilling and the plywood template
was not long enough or hard enough to
guide it straight. Back to the drawing
board! I re-filled the holes as above and
went home to make a better template.
This time I used 2 pc of 5/4" Maple for
my four holes (center hole was already
done) and back to the boat for the
board to make as a spacer to move the
windlass out from the locker wall. I did
this since I felt the chain would hit the
ledge of the locker wall and I wanted
more clearance.
With this done, I removed the gear
box and inserted the windlass into the
boat. I used the foam spacer provide
with the windlass between the windlass and starboard spacer and made
a new gasket out of EDPM rubber to
put between the spacer and the anchor
locker. At this time I also decided I did
Now all that was left to do was wire
the remote. I chose the wireless Fob for
two reasons, I only needed up / down
and not the other features and two I
could wear it around my neck if I was
hanging over the pulpit retrieving the
anchor and would not have to deal with
a wire. Again the wiring diagram was
pretty straightforward. One thing I will
say is that there was a nice set of photos
posted on the C36 website of a similar
install and that served as a good reference to me if I had a question.
not like the wood backing plate and
made a metal ¼" aluminum one and
bolted it in place.
Now the gear box and motor were
attached and I was ready for the wiring
of the unit.
First the circuit breaker had to be
updated to the larger one that came
from Maxwell. I removed the wires
(NOTE BEFORE I STARTED DOING
ANY OF THIS PROJECT THE WIRES
WERE DISCONNECTED FROM
THE WINDLASS AT THE BOARD
MAKING IT DEAD!) of the old one,
enlarged the hole to accommodate the
new one and installed it.
Now to the windlass and reversing
solenoid, since my boat did not have
space for two footswitches I could not
With the wiring done, let’s fire
it up and see if it works. Hooked up
the wiring I had disconnected at the
beginning of the project hit the button
and NOTHING. The aforementioned
ground was not hooked up which the
guys at Maxwell caught in a minute.
Take Two!! Bingo, worked like a
dream.
T10
CATALINA 36/375
Next job was to clean up and reinstall the bulkhead that I removed to
access the windlass area and put the V
Berth back together.
One last thing to do before putting
the rode and chain in the locker and hitting the high seas… Being I am a gelcoat guy I wanted to protect the anchor
locker gelcoat from chipping in the
event the chain pops out of the gypsy. So
I had some textured vinyl material that
is used to cover drywall in a bathroom
(available at Home Depot) and decided
to mount it in the locker directly behind
the windlass. Pieces were cut and fitted
in place and them mounted with silicone. All gaps were sealed with silicone
to prevent water from getting behind
and possibly freezing in the winter
causing the vinyl to separate.
Now I can say I am DONE!!!! It
took a while to do, but it looks and
works great a significant upgrade over
the old unit.
I do want to acknowledge the service and support Maxwell gave me,
they were great!!! Too many times in
today’s business world companies just
care about the sale and as we know support sometimes gets lost. This was not
the case with Maxwell, Bob Walker was
there with me every step of the way,
and I never felt like I was imposing on
his time or expertise. Thanks Bob, and
Maxwell!!! –Chic Lasser
I proposed to install a new outlet
right next to the fridge which she agreed
would be ideal.
The installation was fairly straightforward. I used 14ga-3 conductor
marine cable, a plastic electrical receptacle box as well as regular power outlet
and cover. For tools, you will need a
drill bit with extension; must be longer
than the counter width.
I made a cardboard template of the
receptacle box to mark the cabinet fiberglass surface.
The box upper edge should be 3"
below the counter wood trim. Do not
move higher as there is fiberglass reinforcement; don’t ask how I know!
Mark the cabinet with the template.
Drill pilot holes and cut using a jigsaw.
The space behind is filled with insulation. Before drilling, take a look in the
lazarette to ensure there is nothing in the
general area below the microwave box.
Each boat is different. Drill through the
foam insulation all the way to the bulkhead with a small bit. Then drill from
the lazarette side. This prevents splintering the bulkhead surface.
Before making any connection, ensure
power is off. I disconnected the shore
power cord and turned off the inverter.
The cable can now be fished
through. It will be supported inside the
cabinet by the insulation.
Connections are made in the new
box and in the receptacle located inside
the lazarette. The microwave oven plugs
into it. Remember: white wire to silvery
screw, black wire to brass screw and
green wire to green screw. I used spade
connectors just like Catalina did.
Test the receptacle before tying
down the cable in place.
We now have a receptacle in a more
accessible location. I have found that I
tend to use it more than the other just
because of its “central” location. –Francois Desrochers
Note from Catalina Yachts: Do not
add outlets if the total will exceed (5)
on a circuit. The first outlet in the circuit must be a G.F.I. – do not add outlets between the G.F.I. and the circuit
breaker on the A.C. distribution panel.
–Gerry Douglas
C375
Extra Galley Outlet
My wife pointed to me on our last
cruise that she was having a hard time
plugging her tea kettle to the only outlet
in the galley. This outlet is at the back
of the counter mounted on the aft bulkhead. I could see that being shorter than
me, it is difficult to reach.
WINTER 2013
T11
CATALINA 350
C350 Association
Technical Editor
Bill Templeton
pbtemp6816@
verizon.net
Evolution
My original intent for this issue
of Mainsheet was to begin a series on
the “evolution” of Makani Kai. I have
had opportunity to meet other owners
during our travels up and down the
mid-atlantic coast and to “mutually
inspect” each others’ boats. Invariably we would each learn of something
new….or different and perhaps easier
ways to accomplish things onboard.
Things such as microwave locations/
modifications, storage compartment
and seacock access, non-skid treatments, glass/dish/knife storage in the
galley, racks for everything imaginable
inside of cabinet and refrigerator doors,
and on and on and on. Most recently
we were tied up next to Windstar C350
#325 (hey Captain Carl) and of all the
finessing I have done on Makani Kai,
Carl was most taken by a hook on my
nav station to hold the aft cabin door
open. In looking through the archives
of C350 tech articles I discovered that
this hook was first described in one of
the original C350 Tech sections back in
2004. Well, instead of reinventing the
wheel by boring you with what I have
done on our 350….let’s go back and
look at all the “wheels” to date.
The C350 International Association was formed in November of 2003
with Kathy Mino as commodore. The
first Tech Editor was Bonnie Mitchell
and the first tech section for the C350
appeared in Mainsheet in May, 2004.
November, 2005 Jack McDonald took
over the tech section then in May, 2006
Skip Panizotto stepped in for a 2½ year
run. Tim Ryan assumed the tech editor
role in November, 2008 and passed the
torch to me in March, 2012. During
this almost 10 year run there was only
one issue of Mainsheet without a C350
technical submission. I save a lot of stuff
(my wife says I save everything but I do
have my criteria)….Mainsheet is one
of the things I save and I discovered I
have the complete collection back to
when we first bought our C310 (the first
Makani Kai). Thinking not everyone
has as understanding (or exasperated)
a partner as I do, I decide to dedicate
this issue’s Tech section to accessing
T12
the many articles and posts available
through the C350 IA.
First, access the website at www.
Catalina350.net. The home page should
appear as follows:
• Catalina 350 International Association
• A click on the burgee will always take you
home.
• NOTE: C355’s will become part of the C34
Association per Catalina Yachts.
• Catalina 350 Test Sail Thinking about
buying a C350? View Latitudes & Attitudes test sail of the C350 on YouTube.
• Technical Articles - Members Only Access
• Summer 2013 - Lots of new articles!
This section includes DIY articles, manuals, maintenance schedules, upgrades,
improvements, etc. If you are a current
member of the C350IA and have not
received your username and password to
access technical articles , please contact
Member Services If you are not a member
and would like to have access to this section, please join the Association at the
link to the right.
NOTE: The C350 Maintenance Schedule
- information has been moved to the
“Members Only” Technical Articles page
under the General Information tab. If
you are not a member and would like to
access this information, please join the
Association at the link to the right and
you will be provided a username and
password.
• C350 Specifications
• Parts and Suppliers
• Join the Catalina 350 IA Now it’s easier
than ever to join the Association through
PayPal. And, don’t forget a C350IA
burgee!
• C350 IA Forums Owners share stories,
hints, tips and projects for their Catalina 350. Join the forum to post your
own questions or comments. You can
receive/respond to posts via the email
digest option under the User Control
Panel. You’ll always been in the loop on
hot topics. The digest is similar to the
MailMan list, but better!
•C350 IA Discussion Mailing List
(MailMan) Join the mailing list and ask
questions or submit comments to other
C350 owners. Or, simply receive and read
email threads from other Catalina 350
owners who are asking questions and
receiving responses from fellow owners.
• On the Bridge Meet the officers of the
Association and read their bios.
• Photo Gallery
On the Web
By clicking on Technical Articles
you will be directed to the Mainsheet
archives. I am probably violating some
sacro-sanct rule….but what the heck….
by entering c350ia and currentmember
you can access ALL (except the most
recent) C350 technical sections since
2004. Here’s the complete contents of
the technical section: (Updated June
2013)
Catalina 350 General Information
• Catalina 350 Brochure
• Catalina 350Mark i Owners Manual
• Catalina Maintenance Schedule and
Mark I Manuals
• Mark II Manuals
- Profile Tank Monitoring - reference www.ferriellosales.com
- Sail Dimension
- Maintenance Schedule
- Owners Manual Part I
- Owners Manual Part II
- Seldon In Mast Furling Manual
- Seldon Rigging Tuning Hints and Tips
- Seldon Endless Line Furling Splice
- Mark II Standard Equipment
- Mark II Brochure
- Shurflo Aqua King fresh Water Pump
Diagram
Interior Upgrades/Repairs
• More Salon Floor Space
• Port Settee Thumb Holes (2011)
• Companionway Steps - Mainsheet (Aug
2010)
• Convert to LED bulbs - Mainsheet (Feb
2010)
• Cockpit Doors - Mainsheet (Jan 2010)
• Storage Bin & Dish Towel Holder - Mainsheet (Aug 2004)
• Hook for Aft Stateroom Door - Mainsheet (Aug 2004)
• Nav Station Cabinet - Mainsheet (Aug
2004)
• Digital TV Installation - Mainsheet (Aug
2004)
• New Galley Glass Shelf – Mainsheet (Feb
2005)
• Mounting items on Bulkhead – Mainsheet (Aug 2005)
• Companionway Steps Safety – Mainsheet (Aug 2005)
• Install a mirror to cabin door – Mainsheet (Feb 2006)
• Stovetop Cover – Mainsheet (Feb 2006)
• Bench seat upgrade – Mainsheet (Nov
2006)
• Anchoring the game table seat – Mainsheet (Nov 2006)
CATALINA 350
• Cabinet divider system – Mainsheet
(Aug 2007)
• Fiddle installation – Mainsheet (Aug
2007)
• Support legs for Port lazerette – Mainsheet (May 2008)
• Extra storage space by Microwave –
Mainsheet (May 2008)
• Cockpit full enclosure – Mainsheet (Feb
2009)
• Digital TV installation – Mainsheet (May
2009)
Exterior Upgrades/Repairs – Add Ons &
Improvements
• Non Skid Steps
• To Gel Coat or Not To Gel Coat
• Companionway Step Modification
• Bow Lights
• Mast Racks
• Companionway Insulated Insert
• Hard Dodger Window Replacement
• Installing Plasdeck Flooring in Cockpit
Full cockpit Enclosure with screening
(2011)
• Bike Racks (2011)
• Installation of Wind Generator (2011)
• Cockpit Table Drink Holder - Mainsheet
(August 2010)
• Shin Protection at Companionway Mainsheet (Nov 2010)
• Homemade Helm Seat - Mainsheet (Aug
2010)
• Servicing Harken Winches - Mainsheet
(Nov 2009)
• Single Stanchion Replacement Mainsheet (Nov 2009)
• Doing away with dirty grey stripes Mainsheet (Aug 2004)
• Wash Down System - Mainsheet (Aug
2004)
• Higher Helm Cushion - Mainsheet (Feb
2005)
• Starboard Lazerette eye strap - Mainsheet (Feb 2005)
• Cleaning Non-Skid surfaces - Mainsheet
(Feb 2005)
• Cockpit Full Enclosure Mainsheet (May
2009)
• Bottom Painting – Mainsheet (May2005)
• Garhauer Outboard Motor Hoist – Mainsheet (May 2005)
• Inexpensive Rail Cushions – Mainsheet
(Feb 2006)
• Installing Satellite TV – Mainsheet (May
2006)
• Winch handle holder – Mainsheet (Aug
2007)
• Dodger storm handles – Mainsheet (Aug
2007)
• 12 VDC pedestal receptacle – Mainsheet
(2007)
• Answer to hull streaks – Mainsheet (Nov
2007)
WINTER 2013
Rigging
• Top of Mast
• Furling & Standard Mast Handbook
• Harken 32.2ST 2 Speed Parts Manual
• Harken 44.2ST 2 Speed Parts Manual
• Genoa Furling-line Clutch – Mainsheet
(May 2005)
• Building & Installing a Riding Sail –
• Jib furling line rope clutch – Mainsheet
(Aug 2007)
• Genoa lead blocks – Mainsheet (Aug
2007)
• Re-route headsail furling line – Mainsheet (Aug 2008)
• Garhauer EZ Glide Genoa Car System –
Mainsheet (Feb 2009)
Westerbeke Engine
• 5 Year Maintenance & Exhaust Riser
(2011)
• Broken Brackets on Fuel Filter & HE
repairs (2011)
• Replacing Raw Water Pump - Mainsheet
( Nov 2010)
• Universal/Westerbeke Parts List Manual
• Universal/Westerbeke Operators Manual
• Universal/Westerbeke Service Manual
• Fuel Filter Bracket Bulletin
• Drive Shaft Bolts - Mainsheet (Nov 2004)
• Replacement Parts - Mainsheet (Feb
2005)
• Impeller Advice – Mainsheet (May 2005)
• Replacing the Belt – Mainsheet (May
2006)
• Fresh water engine flush system – Mainsheet (Aug 2008)
Hull, Prop & Rudder
• Prop Cavitations – Gerry Douglas –
(Mainsheet (Aug 2006)
• Bearing Tichtening the lower bearing
• Rudder Assembly
Refrigeration
• Refrigerator Improvement Mainsheet
(Aug 2009)
• Thermostat Adjustment - Mainsheet
(Nov 2004)
• 3 Steps to improve refrigeration – Mainsheet (Aug 2006)
• Refrigeration Upgrade Mainsheet (May
2009)
Air Conditioning
• Poor Man Air Conditioning - Mainsheet
(August 2009)
• Air conditioning installation – Mainsheet
(Aug 2006)
• Air conditioning – back flushing coil –
Mainsheet (2006)
• AC Add In-Line Drain Valve (May 2009)
Fresh Water System
• Aft Water Tank Expansion (2011)
• Wash down pump installation – Mainsheet (Feb 2007)
• Water tank inspection plates installation
– Mainsheet (Nov 2007)
Head Repairs/Upgrades
• Head Sink Modification
• SeaEra Toilet Manual
• Wilcox Crittenden Newport 1600 Toilet
Manual
• Household Size Bowl Mainsheet (Nov
2009)
• Fresh water flush w/bladder tank –
• Fresh water flush upgrade – Mainsheet
(Nov 2006)
• Smelly head solution – Mainsheet (Feb
2007)
• In-line sanitation treatment system –
(Nov 2007)
Energy System
• Convert to Golf Cart Batteries - Mainsheet (Feb 2011)
• Energy Options - Mainsheet (Nov 2004)
• Solar Power – Mainsheet (Nov 2005)
• Battery replacements – Golf Cart Batteries – Mainsheet (Feb 2009)
Winterizing
• Simplify winterizing engine & AC unit Mainsheet (Feb 2007)
Communications
• Digital Selective Calling - Mainsheet
(May 2007)
• DSC – Capable VHF radio – Mainsheet
(2007)
Select the article that addresses
your question and, voila, you have the
wisdom and experience, of someone
who’s been there before!
Don’t forget the C350IA Forums….
ongoing discussions among members/
owners of topics including the prop
“cavitation”
issue….refrigeration…..
heat exchangers…..folding props….. ad
infinitum (or nauseum).
So, why should the tech articles
in Mainsheet be considered THE ultimate source for information on your
350? Simple, the tech articles are factory (Gerry Douglas) approved before
printing!
These sources are not complete….
everyone of you has something new, or,
a little different take on an issue that
could be shared with the rest of us.
Keep those cards and letters coming.
Fuel Systems
• Fuel polishing system – ( (Nov 2007)
T13
CATALINA 34/355
C34 Technical Editor:
John M Nixon
817 341-1219
jmnpe@flash.net
and
Associate C34
Technical Editor
Ron Hill
ronphylhill@comcast.net
Repairing A Seaward Hot
Water Heater
One of the most frequent problems
with the older “square” Seaward hot
water heater is leaking from the pressure
relief valve. That pressure relief valve
does its job of releasing pressure when
the pressure exceeds 150 psi and/or 210
degrees F. This water leakage is usually
caused by the failure of the high temperature limiting switch on the shorepower AC heating system, causing a
higher temperature and subsequent
higher pressure. The engine coolant
system of most C34s have a 160F thermostat (a few have 180F thermostats)
so the high temp problem is usually limited to the AC heating system doing the
overheating.
It has been my experience with
older home hot water heaters that
when the pressure relief valve opens, it
will never completely reseal itself. Sediment from the water gets in the rubber
seat, keeping the valve from completely
resealing itself again.
The Seaward hot water heaters are
made by the Atwood Company, of Rockford IL (800-546-8759). Most C34s have
the 6 gal, 120v, 13"x 19"x 13" model,
(EHM6-SM) with the heat exchange connections in the rear rather than front side.
I found a source of replacement parts
from PPL Motor Homes in Houston
TX (800-755-4775). Their parts person,
“Dan”, is very helpful. I ordered a new
high temp T-STAT Assembly # 92943,
and a pressure relief valve # 10432. I
have an older (Oct 87) water heater so
that switch and relief valve for newer hot
water heaters are different.
Note from Catalina Yachts: Seaward
water heaters are manufactured in
Seaward’s factory in Whittier, CA, not
by Atwood. The replacement parts
described may not fit all Seaward water
heaters. –Gerry Douglas
drain the water heater before installing
the new switch and the pressure relief
valve (which is high). Watch the green
wire connection, as the back side has an
unsecured nut - which can get lost.
Here are some other tips. I was told
that the pressure relief valve thread size
standard changed in the 1990s from
½" to 3/4" NPT and the newer water
heaters have a #90037 hi temp switch.
I’d recommend that people change
from the nylon ½" NPT 90 degree ½"
barbed fittings for the IN and OUT
water heater fittings to brass fittings.
The nylon tends to become oval when
the hose clamp tightens, and then leaks.
The brass fittings remain round when
tightened. I’d also recommend that you
install a barbed nylon nipple in the pressure relief valve and attach a short hose
so that any water leaking will go into
the bilge and not run down the water
heater. –Ron Hill, Apache #788
Replacing The Bow Running
Lights
Pressure Relief Valve & Thermal Switch
As a result of a series of unfortunate
incidents, the running lights on Surprise’s bow were broken and the wiring
to connect a replacement light fixture to
the boat’s electrical system was inadvertently removed. Surprise (hull no. 453)
is a 1987 Mark I Catalina 34.
A replacement running light was
easily obtained from Catalina Direct.
However, as a result of one of the unfortunate incidents, I learned that 16 gauge
is the largest gage wire that could fit
through the access hole in the light fixture. The problem is that the wire must
go through a hole in the deck, and then
through the bow rail’s port side forward
leg. With the bow rail mounted, the only
access to the hole in the deck is through
the Beckson port at the front of the
Metal, Cover Off Water Heater,
Water Heater Wiring Diagram
Insulation Off Water Heater
T14
Installation is straight forward. Just
make sure that the water heater AC is
turned off and you at least partially
Bow light wiring lighting
CATALINA 34/355
anchor locker. You can’t see the hole. At
the top of the leg, the wire must make a
turn (Turn #1) to get into the horizontal
portion of the rail. This is the curved
section of rail that goes around the
headstay to the other side of the boat.
After traveling about 8" along the
rail the wire must make a 90° turn
(Turn #2) to get into the cross piece on
which the light fixture is to be mounted.
Starting with a wire clothes hanger and
then stainless steel seizing wire, several
attempts to get a messenger from the
space below the deck into the cross piece
were made. I also tried going from the
top to the bottom. Although I could get
these items into the rail, and to make
the first turn, nothing would make the
second turn.
Finally I decided to try using a
magnet. I tied a length of light fishing
line to a small, plain steel nut and
inserted the nut into the opening in the
rail where the wire would come out
to connect to the light. Using a strong
magnet moving along the rail’s exterior,
I was able to guide the nut to the base of
the leg that covers the hole in the deck.
But the nut would not come through the
hole.
At this point, I made a small hook
in the stainless steel seizing wire. The
wire was inserted up through the hole in
the deck to snag the fishing line. By this
method I was able to pull out some of
the fishing line through the hole in the
deck. Attaching the stainless wire to the
fishing line and then using the fishing
line as a messenger, I pulled the steel
wire out to the opening where the wire
comes out of the rail.
Working from the bottom, I
attached the electrical wire to the steel
wire and pulled the electrical wire
through. The rest was easy – a couple
of crimp connecters below the deck connected the wires to the boat’s electrical
system. Connecting the wires to the
light’s housing, mounting the light and
the lens cover, finished the job.
In doing it this way, it’s important
to have enough fishing line and electrical wire. Although the entire wire
run is only about 6’, I used about 15' of
fishing line and 8' of electrical wire. –Vic
Suben, Surprise # 453
Note from Catalina Yachts: It is important to check for current in the bow
pulpit after pulling new wires through.
The cut ends of the tubing inside the
pulpit are very sharp and can strip the
insulation from the wire causing the
pulpit to be “hot.” –Gerry Douglas
WINTER 2013
Something Is Rotten In
Denmark, Or Is It My Deck?
When I bought our second Catalina
34 in the summer of 2006, there was an
almost unnoticeable little stress crack
in the starboard deck that you could
ignore since it was lost in the nonskid
surface. It was on the coach roof just
slightly forward of the end of the sea
hood about 6 inches from the grab rail.
At worst, I figured some past owner had
dropped something on the deck. After
all, a 1988 boat by then had experienced plenty of on-duty time. I didn’t
give it any thought.
Fast forward to 2012. The boat by
now had been on Eagle Mountain Lake
in north central Texas for 5 years, a far
different environment than Galveston
Bay in Kemah, Texas. After 5 years she
had experienced every kind of weather,
from blisteringly hot and dry summers,
to some very unusually cold (single digit
temperatures) and wet (a foot of wet
snow for 10 days) winters. What was
originally of tiny ¾ inch “boo-boo”
on the coach roof deck had, in the previous year or so, transmogrified itself
into a 2½ inch hideous multi-element
cracked sore that oozed a dirty brown
watery puss for days after a heavy rain.
Something told me that this wasn’t a
good thing. Most of the marine service
types I talked to weren’t at all interested
in coming to the boat to work on just
the deck, but were happy to include the
deck repair while the boat was hauled
for a bottom job in their respective
areas. I agreed since I needed a new
bottom job anyway.
out. After a pause, I asked how exactly
they thought I might be able to get the
boat out of the yard after a week or
more on the hard. The silence was deafening, and the haul-out was cancelled.
After more months of waiting for
someone who agreed to come to the
boat and do a temporary fix until the
real fix could be done on the hard, no
one ever came. Winter came and went,
and no one came after another rounds of
phone calls. It was now spring of 2013,
and it hadn’t rained all winter. The hideous sore wasn’t oozing puss, but it
still looked hideous. I finally sealed the
wound with some artfully applied Life
Caulk. It was still ugly, but not hideous,
and it was sealed from any water getting in from the outside. (Yes, that was a
silly, childishly optimistic solution.)
Having given up on a professional
deck repair, I conferred with a guy I
met at the marina who I learned had
cruised around the world for 15 years
after spending several years getting a
formerly not-loved-anymore Cape Dory
40 ready for the cruise. Turns out that
normal people who manage to stay out
cruising for 15 years without a big pile
of money in a bank somewhere learn
how to do almost every kind of boat
repair imaginable, including fiberglass
deck repair. My new friend Will convinced me that we could do the repair
ourselves, then we made a plan.
Mystery Substance Under The Liner
The Hideous Crack
Two gallons of Petit Trinidad Pro
were acquired, and then I waited, and
waited, then waited some more. When
I finally got the call to bring my boat to
the only crane on the lake for the haulout, I asked them to verify that they had
at least 4½ feet of water. Since we were
having another (yes, another) drought
condition, the lake level had begun
falling more than a foot and a half a
month, and the rate was increasing. The
return phone call happily told me that if
we hurried, there would be just enough
water to get me to the crane and haul me
Liner Hole Open To Fiber Glass Deck
T15
CATALINA 34/355
The first step was to determine the
extent of the deck delamination that I
had previously noted, but not carefully
mapped in the previous “lost” year. I
was surprised (a lot!) to discover that the
delaminated area had nearly doubled in
size, or that I was now willing to mentally accept that which I didn’t want to
know. After that, I used a 3½ inch hole
saw to open up the interior liner directly
beneath the now just ugly sore. After
removing just the liner cutout, I didn’t
understand what I was seeing: a semicontinuous area of what looked like very
hard foam or filler material. A series of
conversations with Gerry Douglas at
Catalina after sending him pictures of
what I was seeing cleared up all the mysteries. The strange looking stuff was a
light epoxy mix whose primary purpose
is to provide bonding or retention of the
interior liner to the real structural element, the ½ inch plywood core and the
fiberglass deck. Gerry also told me that
the most likely entry point for the water
into the deck was the sea hood area,
and that the crack in the deck was most
likely the result of the water freezing and
expanding inside the deck. Subsequent
investigation by me confirmed the source
of the water as a single loose fitting screw
holding down the forward end of the
teak trim piece along the outer edge of
the sea hood. The water freezing wasn’t a
common problem in Galveston Bay, but
certainly is in north central Texas.
the interior liner hole. Using all three of
these access hole, Will and I were able to
get all of the rotted plywood out using a
variety of onsite fashioned tools: a hack
saw blade, a piece of 1/8 inch stainless
steel wire with a bend on the end that
was powered by a drill to be the primary
“roto-rooter” tool, a piece of 3/32 inch
steel TIG filler rod, and pretty much any
thing else that could be poked through
the holes to reach all of the rotted plywood. A small shop-vac proved invaluable for removing the rotted debris from
inside the deck once it was broken up.
As preparation for filling the now
hollow areas below the deck, we left the
deck holes open and in the partial sun
during more hot and dry summer days.
I would periodically visit the boat and
use the shop-vac to pull air through the
various holes to make sure we had fresh
dry air in the hollow areas.
Upper Deck Prep For Epoxy Injection
reduce the chances of Mr. Epoxy taking
up residence where it was not welcome.
Following that, he rigged an array of ¼
inch ID clear vinyl tubing that would
Epoxy Injection Syringe
Deck Access Holes to Rotted Plywood
Core
Next, we opened up 2 holes on the
upper deck to enable us to gain additional access to the rotted/delaminated
plywood core. The smaller 1½ inch hole
was directly over the “bad” hole that
received the loose fitting teak mounting
screw that was the cause of all this grief.
A second large 2 inch hole was drilled
a few inches inboard of the center of
T16
Liner Hole Closing Bracing
After about 10-14 days, Will began
the final preparations by masking off
with waxed paper the areas all around
the repair area on the upper deck, sides
of the coach roof, and lower deck to
allow the delivery of the epoxy mix to
the lowest areas of the hollow areas,
and then to progressively higher areas.
This delivery system enabled the placement of the epoxy mix to areas laterally
far from the access holes, and made it
more likely that no voids would occur.
He also drilled one small tubing sized
hole to deliver epoxy to a high area the
was laterally very far from any of the
other entry holes. The cabin-side hole
was mostly filled with the liner plug
cutout, then duct tape to seal the outer
perimeter. A wax paper covered board
CATALINA 34/355
2 Inch Deck Hole After Epoxy Injection
was then held in place by a 2x4 brace and shims propped
against the bare seat of the starboard salon seating.
The epoxy mix was West Systems 105 Resin, 209
Extra Slow Hardener, and 404 High Density Filler. It was
mixed in injection batches to be like runny peanut butter
(if you can imagine that…). Remember, this stuff has to
be injected though tubing. The delivery device was 60
ml veterinarian syringes that fit into the flexible tubing.
It is a 2 person job to keep things moving quickly once a
batch of epoxy has been prepared, and to keep the batch
mixing up with the injection processes, and the filling of
the syringes. When in doubt, have more resin and hardener than you think you will need.
The 2 inch deck hole was nearly self-managing
injecting the epoxy as the 1 ½ inch hole is only slightly
higher than it, although it did have about half coverage
from the lower side of the hole from the deck side to
control the overflow of epoxy. We didn’t worry about
the cosmetic quality of the epoxy top surface of either
the 2 inch or 1½ inch holes. The 1½ inch hole is hidden
under the teak trim piece when it is back in place, and the
2 inch hole and the 3½ inch interior hole under it were
going to be cut out anyway. (More on that later.) The
mostly filled small tubing sized injection hole may get
left as a recurring reminder to me to never wish problems
would just go away on their own.
I allowed the deck to cure for about a week before
I came back to complete the planned action to not
have to worry about trying to match 25 year old nonskid pattern and gelcoat color. The initial plan was to
mount a new Nicro (now owned by Marinco) stainless
steel solar powered ventilator where the large upper and
lower cutouts were made. Unfortunately, my user review
research produced consistent very negative comments
about quality and reliability of the current production
units. After considering a variety of different options, I
ultimately decided to put a low profile, smooth topped,
stainless steel deck plate where the remaining deck/liner
“boo-boos” are located. I settled on a very nice toefriendly 4 inch unit made by Sea Dog. The excellent Milwaukee brand 4¼ inch hole saw made relatively quick
work of the now 1 inch solid epoxy filled deck. It left a
hole that was, as anticipated, too tight a fit, but only by
a little. I opened up the diameter and added a radius to
top edge of the hole with a large half-round bastard cut
file until everything fit perfectly. I added a counter sink
to the mounting screw holes in the deck. I then added a
bedding of Mainesail’s wonderful butyl tape [See http://
WINTER 2013
www.pbase.com/mainecruising/butyl_tape], and carefully completed
the mounting process. I have already had several positive comments
about it from folks on my dock. The interior hole will most likely be
covered with a simple round piece of teak.
The teak trim piece was also remounted into position using butyl
tape to seal all of the mounting screw holes at the deck to prevent
any possible repeat of the previous problem of leaking mounting
screw into the deck layup.
What did I learn from this project? Well, the first thing I had to
be reminded of yet again is that small problems on a boat become
big problems if left alone. Second, even repairs that you may not feel
like you know how to handle can be done with patience, knowledgeable advice, and a good plan. Find out who around you may have the
experience and knowledge to advise and/or assist you on your project.
I believe that our C34IA group has an exceptional number of people
who will advise you, and the various articles and tech notes are a great
source of knowledge.
Finally, when you learn
how to do something
new, tell us about it in
an article about what
you learned and how
you did it. The worst
that can happen is one
of our resident experts
will give you tips on
how to do it better or
easier or safer the next
time: i.e. – you might
learn something else. –
John Nixon, Otra Vez
#728
Deck Plate Installed On Solid Deck
T17
CATALINA 320
C320 Association
Technical Editor
Chris Burti
252-753-4214
clburti@gmail.com
In this issue we are very pleased
to offer another excellent article. This
one is written by George F. McCanless, Jr., #480, Easy Street. This article
thoroughly describes the dramatic fire
aboard Easy Street, George’s response
and the advice he learned from his experience. This article should serve well for
owners of all hulls. We are very appreciative of George’s willingness to share
his experience with us. –Chris Burti
Gas Stove Fire –
Lessons Learned
We dock Easy Street, our 1998
Catalina 320 at Fly Creek Marina in
Fairhope, Alabama, on Mobile Bay
and which my wife Christel and I own
jointly with Jack and Kathy Vincent.
Our propane tank which supplies the
two-burner Seaward gas stove was
empty, so, on Friday, May 3, 2013, I
had the empty propane tank filled and
reinstalled it. I decided to light the stove
to check out the proper operation of the
system. I opened the regulator valve on
the top of the tank in the propane locker
and, as I recall, the regulated pressure
gauge only showed somewhere around
7 psi which was far below the usual
pressure of about 130 psi. This was
unusual enough to note mentally, but
at the time I supposed that it was likely
caused by the cold winter.
Next, I went down into the cabin
and turned on the electrical switch on
the electrical panel opening the solenoid
valve in the gas supply line. I then opened
the control valve to the left burner of the
stove. To ignite the burner, you will normally press on the piezo igniter button
on the front of the stove that causes an
electric spark at the burners. Usually
after a few days without use, there is air
in the gas line and I have to wait several
seconds or else I will need to press the
igniter button a half-a-dozen times to
light the burner.
This time, the stove ignited on the
first press of the igniter. Flames jumped
up not only from the left burner, but
also from the one on the right. A flame
shot out the front of the stove towards
me from behind the control knob that
operates the oven. I immediately turned
T18
off the valve I had just opened which
controls the left burner, but this had no
effect on the flames. Then I immediately
leaped up through the companionway
hatch into the cockpit and closed the
regulator valve on top of the propane
tank. Cutting off the gas stopped the
fire almost immediately as you would
expect.
Fortunately, there was no damage
to the boat whatsoever. As for me – my
eyebrows were singed and I received
a minor burn on the back of my left
ankle as I was bare footed having just
scrubbed the deck. (I’m guessing that
my heart rate would have been significantly elevated as well – Ed.)
When I returned to our condo, I
recounted the story of my exciting escapade to my wife, Christel. She called
Dale Harbison who has done many
good things for Easy Street over the
years and he agreed to meet me on the
boat at 10:00 a.m. the next morning.
Meanwhile, our boat partners, Jack
and Kathy Vincent had arrived from
Canada, so both Jack and I met Dale on
Saturday morning and I shared my story
again with Dale.
Dale instructed us to open all the
hatches and port lights and to disconnect
the electrical shore power cord. Next, he
had one of us open the regulator valve
on the top of the tank while he sprayed
soapy water on all of the exposed gas
connections and valves after lifting the
drip cover on top of the stove. Sure
enough, bubbles came out of the valve
that controls the gas supply to the oven.
Apparently the O-ring seal had deteriorated with age and heat permitting gas
to leak into the cabin. He also observed
that gas was still flowing to the stove
with the solenoid valve closed. Obviously, that valve was also leaking.
Apparently, the solenoid valve leak
coupled with the oven valve leak was the
reason that the regulated gas pressure
did not come up to the usual 130 psi.
Dale had considerable difficulty getting
the defective parts off of the stove since
age and heat had the effect of welding
them tight. Some of the parts had to be
ordered directly from Seaward which is
located all the way across the country
from us in California. In spite of the
obstacles, Dale was able to get the stove
up and running properly and safely.
My friend David Lucas, also a Catalina 320 owner, subsequently shared
with me a procedure for checking for gas
leaks using the system pressure gauge.
First, ventilate the boat and disconnect
the shore power cord as noted above.
Make sure all the stove valves and the
electrical solenoid valve are closed. Open
the gas regulator valve on the top of the
propane tank. After the pressure stabilizes, close the tank valve. After an hour
or so, if the pressure gauge has the same
reading, the solenoid valve is holding.
Next, check out the gas line connections
and stove valves by opening the gas
regulator valve, then open the solenoid
valve. Close the regulator valve, read
and note the pressure gauge and again,
wait an hour or more to re-read the pressure gage. If the pressure falls, there is a
leak in the system. (The soapy water test
the Author describes above or handheld
propane gas leak detector referred to in
the following Editor’s Notes will assist
in finding the location of the leak in the
system. - Ed.)
The close call that Easy Street and
I had with the fire and with potentially
serious - if not fatal - damage, led me
to adopt the following procedure concerning the safe operation of the propane stove:
1. The regulator valve on top of the
tank and the electric solenoid valve
must be closed at all times the stove
is not in use.
2. When the stove is being ignited,
everyone on board, with the exception of the person igniting the stove,
must be out of the cabin.
3. The main cabin hatches and ports
must be open.
4. When the stove is to be used, the
regulator valve on top of the tank
will be opened just prior to the stove
burner being lit.
5. After opening the regulator valve,
the regulated pressure should come
up to 130 psi. If this pressure is not
reached, it may indicate a major
leak unless it is reflecting that the
tank is empty.
6. The solenoid valve will be opened
next.
7. The burner control valve is turned
to the ‘ignite’ position and pushed
in next.
8. The gas line is purged and the igniter
pressed until the burner lights and
stays lit.
My hope is you will find my experience helpful in operating your gas stove
safely. –George F. McCanless, Jr., #480,
Easy Street
CATALINA 320
Editor’s Notes:
1. It has to be said… Always read the
owner’s manual prior to operating
any device… particularly ones that
can explode when you turn them
on… Seaward has been acquired by
Whale’s Marine Division and the
owner’s manual can be found and
downloaded using the following
URL: http://tinyurl.com/lryv37e
2. The solenoid valve is opened when
current to the solenoid is turned on.
It will heat up excessively and lead
to premature failure of the O-rings
if left on when not in use. Doing
so will also waste battery reserves
when not connected to shore power.
3. The soapy water test described by
the author should be performed on
all valves and all connections in the
gas system at least annually as part
of the vessel’s regular preventative
maintenance procedure and should
be considered by the prudent owner
as a mandatory safety procedure
4. There is a thermo-electric safety
valve on all approved propane
burners. This is why you must hold
the control valve pushed in for
a short period of time before the
burner will remain lit. This device
is intended to cut off the gas supply
in the event of flameouts. Testing
for the proper operation of these
devices and all gas valves should
also be part of any preventative
maintenance procedure.
5. Propane is heavier than air and
leaking or unburned gas will accumulate in vessel creating a major
risk of fire and explosion. As noted
by the author, adequate ventila-
|
CATALINA 310
tion when using propane devices
is mandatory both because of the
possibility of leaks but also because
incomplete combustion of propane
can produce carbon monoxide, a
toxic gas.
6. In addition, if sleeping aboard, the
prudent owner should consider specialized electronic detectors. Smoke,
fire, carbon monoxide and propane
gas detectors are all available and
recommended. These devices contain sensors that are specifically
designed to identify the particular
hazard at risk. These detectors are
available with both sound and light
alarms as well as ones with just
sound alarms. Handheld detectors
are also available. –Chris Burti
C310 Association
Technical Editor
Bill Lewis
714-960-5367
wol1@yahoo.com
Companionway Screen
Let me throw out a simple bug
screen idea that I used a few years ago. I
bought some screening material (actually
a screen kit from West Marine) and cut
out a piece of the screening the same size
and shape as the hatch boards. I put the
hatch boards on top of screen, marked
and cut. I then bought a small amount of
Sunbrella fabric and glued it to the edges
of the screen and then glued the top and
bottom edges to 1X3 pine boards that
fit in the top and bottom hatch board
tracks. The screen rolls up for storage
and is easy to put in and take out. –Bob
James, 310 Association Editor, bob@
advancedreading.com, Winter Dream’n
# 118
The screen rolls up for
storage and is easy to
put in and take out.
WINTER 2013
T19
CATALINA 30/309
C30/309 Association
Technical Editor
Edited by Max Munger
(410)-326-9024
catalina30@verizon.net
box I also added a chrome plated hose
fitting to cover the hole left by the old
shift and throttle lever see photo #5.
If you have any questions don’t hesitate to contact me at C30troika@gmail.
com
Question from Chris Collins:
The following is from Ed Reimbolt.
Placing the Catalina 30 engine
controls on the pedestal
Bill of Materials:
• Edson # 751ST–45 Mechanical
clutch/throttle control w SS handle
$193.50
• Edson # A-938 Engine Control shaft
assembly $ 40.00
• Edson # A125 White Bushing $ 4.50
• Edson #963PT-55 Stainless clutch
handle $ 44.00
• Engraving of clutch handle for
choke $ 20.00
• Shift cable for Atomic-4 64C132"
Cable Part # 307487-4-132 $ 78.10
• 2 Teleflex Control Cables Boat US
#734-10 $52.20ea. $104.40
• Block of aluminum N/C
• Clevis for cables & misc. $ 25.00
Catalina Smile
won’t have to add the choke control or
the heavy duty shift cable.
I installed the clutch and throttle
control to the top of the pedestal has
seen in photos 1 & 2, I added an aluminum block for the engine control shaft
assembly in order to install my choke
lever which I used a stainless clutch
handle that I polished the lettering off
TOTAL $509.00
I did this modification several years
ago to TRBS #1914 so prices are close to
double now and at the same time I had
my pedestal refinished by Edson and a
cost of $374.75 shipping included.
My engine is an Atomic-4, if you
have a diesel you will need a different
Clutch and Throttle control and you
and had a trophy store engrave CHOKE
and RUN on it.
The three cables were run down the
pedestal with the throttle choke Cables
run to the back of the boat along with the
wiring harness and then to the engine,
The heavy duty shift cable was run to
the Port side of the quarter birth and to
the shift lever on the transmission (see
photos 3 & 4). At the same time I added
a new instrument cluster on the pedestal
and covered the opening with a shower
T20
I shifted the weight of the boat
on my trailer so I can finish the front
third of the hull. When I did that, the
Catalina smile returned and opened up
about .020 inch on the front of the keel
for about a foot or so. I think the previous owner should be glad he found
me. I can fix about anything but I had
not planned on fixing this much.
Next summer, I will bring the boat
back home and remove the embedded
wood in the bilge and fix it permanently.
I should be finished with the bottom job
by next weekend. I have parts coming so
I can modify my trailer to fit this boat. I
have a chance to get it transferred to my
trailer, and then into the water, this next
weekend or in three weeks.
Chris,
You could also consider doing a
quicker fix for the smile. Every year for
the past 3 years I’ve sistered in a couple
of SS lag bolts behind the original bolts.
On one day, I use a hole saw to drill
and then chisel/pry out a 2-3' diameter
hole down thru the bottom of the bilge
until I reach the glass of the keel stub.
I remove the chips, peals and dust, and
clean and rough up the area around
these holes and then fill the holes with
thickened epoxy. Before that sets, I paint
more epoxy in a wide stripe down one
side of the bilge, across the filled holes,
and up the other side, and embed 1 or 2
layers of glass cloth. Finally I top each
of the holes with a wide SS shoulder
washer. This takes less than 2 hours.
The next day I drill down thru the
center of the shoulder washer into the
lead of the keel using a 12" long 7/16"
Keel lag bolts
CATALINA 30/309
drill bit. When that is deep enough, in
goes an 8" x 1/2" lag screw. That takes
about 15 minutes per screw.
This allows the lead keel to be tightened up to the keel stub and the glass
reinforcing ribs with no spongy wood
in the lag screw area. –Chet, 1977 C30
#633
Companionway Hatch screens
For the hatches on Watercolors we
made a velcro frame around each of the
two hatches on the cabin overhead. The
(loop or fuzzy side) velcro was attached
using contact cement. Only use polyester (Dacron) velcro. We tried nylon
velcro first but this expands and contracts too much depending on humidity
and detaches. Four pieces of hook velcro
are sewn directly to the screen around
the perimeter. I used the seam stitch
adhesive to help hold the velcro in place
while sewing. Screen was obtained from
SailRite.
Two custom screens were sewn for
the companion way. One is a trapezoidal
screen which fits in place of the three bin
boards. As seen in the photo this screen
has a framework made of four wooden
dowels with plastic tubing to join the
Companionway screens
corners. At the sides the screen folds
over to make a sleeve for the dowels.
Top and bottom the sleeves are reinforced with Sunbrella in order to take
snaps. This screen folds down by disconnecting the tubing corner joints and
removing the dowels. The assembled
screen fits in the same grooves as the bin
boards and the sliding companion way
cover can close over the inserted screen.
(This idea is borrowed from a magazine,
probably “Good Old Boat”.)
The second screen is a rectangular
screen that snaps aft top surface of the
sliding companion way hatch. These
snaps were already in place as a PO
had provided a canvas cover for the bin
|
CATALINA 28
boards that attaches to these snaps. The
screen is reinforced with Sunbrella along
the edge with the snaps. The sides of
this screen worm a sleeve with a heavy
rope inserted. This sleeve/rope edge
tucks down into the slide grooves at the
sides of the top of the companion way
opening. The rope helps hold the screen
in place. A 3/4" dowel is put in a sleeve
at the bottom of the screen as a weight
and stiffener. The screen is flexible so
the companion way slide can be opened
to the degree desired. Also when almost
closed the dowel reaches the cockpit
seat level. This combined with use of
only the bottom hatch board provides
an easy exit/entrance for adults. But
too big a step for small kids. Anyway
the combination provides a lot of flexibility. For quick in and out we sometimes just stand the trapazoidal screen
on the cockpit floor and leaning against
the aft cabin wall. This does not seal as
well but is quicker.
The screens that fit our opening
Lewmar ports were commercial items
provided by PO. –Bob Jones, Watercolors, C30 mkIII 6343 (1995)
C28 Association Technical Editor
Dick Barnes
dickbarnes@earthlink.net
Thanks to C28 owners! The following
are their questions and answers. –Dick
Keeping Your Cool Onboard
After buying our 1992 C28, I promised my wife I would install air conditioning. Over the winter I found a 9000
BTU unit on eBay with reverse air and a
digital thermostat.
My original idea was to put the
unit under the helm behind the batteries. I got the unit to fit but I did not
like how it sat. That spring the marina
put the thru hull and the valve for the
water intake in the boat and put her in
the slip. They placed the valve under the
mattress in the aft berth in the compartment nearest the hanging locker. This
was perfect as it was almost center line
and I could remove all the access panels
to wire and plumb in the AC.
I added the water pump and strainer
next to the inlet near the engine and
began looking for the best place for the
AC itself and brain box.
WINTER 2013
We decided to put the unit in the
cockpit locker next to the water heater.
I did this for a number of reasons. I
did not need the water heater so I had
an electrical circuit ready to go. It was
close to plumbing, easily accessible and I
could use the access door in the head as
a cold air return if needed.
To install the AC we had to cut a
section of the top of the locker to allow
the blower motor to fit side to side. The
cut was about an inch deep and 6 inches
long. After removing that piece, the unit
fell right into place.
We then placed the brain box next to
the plastic propane locker at the stern of
the boat. This let me bring all the electrical and plumbing line to the back of
the boat behind the access doors for very
easy connections. I then drilled a thru hull
just above the water line for the water discharge. I wanted it low to reduce noise
from the water being discharged.
We installed the unit, got it fired
up and it cooled like a dream. We then
fastened the AC unit to the floor of the
locker with “J” hooks and tightened
them on the ceiling of the aft berth and
covered with cap nuts. The unit gets
enough ventilation where it is located
and if it ever has to be removed two bolts
hold it down and one person can remove
them and the unit. It takes only minutes.
Next, we had to get the vents to the
cabin. We ran insulated six-inch flexible
venting from the blower facing the head
back across the stern and up towards
starboard side thru the top of the
hanging locker. This allows for drilling a
hole in the bulkhead above the galley and
T21
CATALINA 28
adding a 6-inch white ceiling diffuser as
a vent. I also allowed for a small opening
behind the diffuser in the locker so it fills
with cool air and act like a second vent
for the aft berth . This keeps the captain
cool after a long day on the water.
The thermostat is mounted in the
back wall of the aft berth. It was convenient to change the temp and has
allowed for the boat to fill with AC or
heat and then cycle correctly.
The only adjustment we had to make
was a small fan on top of our microwave
to push air around. Its works perfectly
and this last July we had 115 degrees
on the deck and the AC kept the boat
at 76-78 degrees. We keep the temperature at 68 degrees most of the time and
the unit has done just fine for more than
three years now. For the price, size and
comfort, we would not change a thing.
–Chad Menin, No. 245.
How Often to Change Impeller?
Question: For health reasons, we
do very little sailing, but put about 100
hours on the engine each year. I’ve been
replacing my impeller each year, but
when I bought another one the other
day and it cost $48 I got to thinking that
maybe every two years would be OK.
Will appreciate hearing what you think.
–Don Jacques, Glory, No. 235, 1992
Answer: I think what is most important is to inspect the impeller every year,
looking for cracks and other signs of
wear. I’ve replaced the impeller a few
times during the past few years and
always carry a spare on board.
A few years ago we had a seaweed
clog in the fresh water intake. It only
took a few minutes running the engine
to turn the impeller into rubber bits. We
had to do an emergency replacement
of the impeller out on the water while
drifting toward the Niagara River at the
mouth of Lake Erie.
The changeover took about 10 minutes. The trick is to know which wrenches
to have on hand and to have some rubber
gloves and dishwashing liquid on board.
The wrenches help with the obvious boltnut removals. The rubber gloves insulate
your fingers from the hot fluids while
doing the swap. Lubricating the impeller
with the dishwashing liquid simplifies fitting the pump cover.
Afterwards, at the dock, it’s necessary
to clean out the heat exchanger and hoses
that have the stray impeller bits.--Rick
Lesniak, Red Jacket, No. 259, 1992.
A: I thought the recommended
interval was every two years. I’ve only
replaced mine twice in five years and
neither time was there any missing vanes
or lack of pliability. I normally put only
T22
about 50 hours a year on the engine
though. –Tony Bacon, Vela Via, No.
191, 1991
A: I just ordered two Sherwood
impellers for my M25XP from Associated Diesel Inc. (http://www.adiesel.com)
for $31.96 each. As a resulted of Don’s
comment I searched Amazon and found
them priced at $26.39 via Marine Engine
Direct. However, on their website (http://
www.marineenginedirect.com) they are
listed at $29.40 or $53.40 for a twopack. It pays to shop! –Bob, No. 520,
1997, Bath, Ontario.
Replacing Aqua Lift Drain Valve
Question: I’ve found that the Aqua
Lift drain valve does not want to turn.
I’m not sure the previous owner ever
turned it. It is the kind of thing that you
only need when you really need it so I
like to replace it. Do I have to worry
about breaking the plastic lift box? Does
it thread into a metal receptor or will
I have to get to a nut somehow? –Bob
McCool, Cutaway, No. 294
Answer: I just replaced the petcock
you described. The old one was quite
rusty. Went to hardware store, showed
them the old one and they took me right
to the part. Got two so I have a spare. We
are hull 235, so it’s likely the part we have
and how it tightens is the same for you.
While I don’t know whether there
is a nut attached inside the Aqua Lift or
there are threads in the lift itself, mine
unscrewed using a small crescent wrench
and finger tips, and the new one snugged
right down when I screwed it in. Some
water out, but I had a couple of small
towels handy. –Don Jacques, Glory.
Plugging Water Tank Leak
Question: The freshwater tank on
the starboard side is weeping water
around the black screw in on the top of
the tank. I don’t believe the problem is
the screw because just outside the diameter of the screw I can see where the
previous owner has tried to seal with
marine sealant (or something). The tank
is full to the top, so my first thought was
to drain the tank down well below so
there was no water around the affected
area and then fix. I’d rather not replace
the entire tank. Can anyone suggest a
patching or sealing product and process
to be able to avoid complete replacement? –Bill, Happy Ours, 1996.
Answer: The starboard tank sits
slightly below the forward tank so it
stays full if both valves are open until
the forward tank drops in level. The
starboard tank tends to distort or bulge
just enough to allow this inspection port
to leak sometimes.
I was able to solve this by taking the
screw lid to a hardware store and find a
thicker gasket that fit over it (a flat one
instead of an o-ring), the sealing surface
is on top of the tank not the threads.
Applying some vaseline to this area
keeps it sealed better than a dry gasket
as well. –Ken, Justifiable Need, No. 741
Answer: I had the same problem with
my boat, also a 1996. To overcome the
problem I pencil marked on the side of
the tank just below where the air intake
pipe goes in and do not fill above that
level. This also ensures that no water gets
into, and blocks, the air intake. Finally, I
also put a bead of silicone around plug
where it enters the tank. –Robin.
Damp Carpet Mystery Solved!
Question: I have a 2003 MK2. Twice
this summer a noticed that the grey carpet
was damp by the v-berth. The obvious
culprit would be the bilge because the
floor board is right there. However when I
test the bilge pump everything is fine. And
the part of the carpet over the floor boards
between the steps and table, which is a
lower part of the boat, is dry. The carpet
is never soaked just damp. Any ideas? –
Marc Bellagamba, Grace, No. 710
Answer: A friend had mysteriously
damp carpet like yours. Turns out he had
spilled some desiccant on the carpet and it
wasn’t until he washed the carpet that the
“leak” went away. Just a thought. –Rob,
Karrenanne
Update: Rob, You were correct.
Thanks! –Marc.
Grease Your Leaky Hatches
Question: With all the recent rain in
North Carolina my 1997 Mark II has
developed leaks in the forward cabin
hatch, main cabin hatches and cabin
opening port lights. Does anyone have
any suggestions as to how to stop the
leaks? –Ray Palmer, Sea Ya II, No. 549,
Lake Norman, N.C.
Answer: First thing I’d do is clean
the gaskets. Any crud on them can prevent a good seal. I’ve only had one of my
ports leak (small square port in the cabin
roof). The closing/locking mechanism
had become loose, and it was leaking
through the handle. I disassembled it,
cleaned it, reassembled it, and all was
good. I think the aft berth windows and
the side cabin windows have toggle locks
that can be adjusted to squeeze the gaskets tighter. –Mike Smalter, No. 539
Answer: Try putting Vaseline on the
gaskets. –Lew Staub
Update: Thanks for the suggestions.
I put Vaseline on all the gaskets and and
the leaks seem to have stopped! –Ray
Palmer.
CATALINA 26
C26 Association
Technical Editor
Art Harden
937.885.9380 (o)
937.477.5544 (m)
Securing the Throne
With age comes a number of issues
for both me and the boat. Although
the boat does not gain weight or turn
gray, things do become loose and leak.
If you are sitting in your comfy armchair watching football games, start
reviewing your “To-Do” list from 2013.
Let’s see..... refinish the teak (check),
replace the halyards (check), install
solar vent fan (check), tighten bolts on
the head (nope, bolts are still loose). Oh
yeah, I remember the seat kept wiggling
when I was sitting on the throne. You
can’t have that happen with your first
mate; she won’t stand for it.
Production boats are a great way to
get on the water but a lot of things are
put together with screws with very little
support backing. One place support
backing is missing on a C26 is the liner
under the toilet. Attaching it with four
lag screws may have been a good idea
at the time, but after 20 years of use, lag
screws just don’t hold the way they used
to. The mounting area for the toilet is
part of the fiberglass liner, and it is only
about a quarter inch thick. Although
most of your weight is straight down,
just move off-center about 3 inches and
you could put several hundred pounds
of stress on the bolts.
When we first got Sea Belle, her
head was loose (come to think of it,
some people say that about me). So it
was a priority fix. It is not easy to reach
under the lining to bolt the toilet down
so I created a backing block.
wood would work, but may not be as
durable. I cut the backing 12 inches long
and tapered it from 6 inches to 4 inches.
This made it a little easier to work with
when feeding it through the hang-up
locker. Before cutting the taper, I aligned
the blocking to the desired location, and
marked the drill holes with a blind hole
alignment pins.
These are handy things you have
in your toolbox. I checked the pattern
against the toilet base and then drilled
four holes in the board. I then installed
and seated four stainless steel 5/16"x3"
carriage bolts. You should check the
length you need for your head base
mounting flange.
The block not only added
support to the liner but
also acted as an anchor
for four carriage bolts to
secure the toilet unit.
Next I maneuvered the blocking
through the hang-up locker into position and secured it with a small amount
of epoxy. Screwing the nuts and washers
into the extended bolts, the block was
allowed to cure in place.
Once the blocking was in place,
I reinstalled the toilet and bolted it
securely.
This may sound like a lot of work
but it went smoothly. Besides, if it keeps
the first mate happy, then I won’t lose
my head. Well, the football game is on
and it’s first and goal at the 5 yard line.
I’ll eat some more football food (pizza
and beer) and then dream about next
season’s sailing.
Have a Merry Christmas and Happy
New Year! –Art Harden
The block not only added support
to the liner but also acted as an anchor
for four carriage bolts to secure the
toilet unit.
The backing was a scrap piece of
hardwood I had laying around in the
garage. I’m sure plywood or solid pineWINTER 2013
Technical Editor C27
Judy Blumhorst
judyb@hydesailsUSA.com
925.997.0786
Technical Editor C270
Phil Agur
530-677-6229
pjagur@sbcglobal.net
No submission this issue.
Please send your technical
questions for our next
edition.
T23
CATALINA 25/250 & CAPRI 25
Catalina 25/250 & Capri 25 International Association
C25 Association
Technical Editor
Paul Zell
catalina25tech@
C250 Association
Technical Editor
David Gonsalves
catalina250tech@
parts were found that will work. Back
to laboring in the cramped place with
one arm inside the tank again. Get the
new fitting attached and a new inside
pipe connected. Clean up the mess and
button up. It’s nearly dark, but the
crappy job is done and I am good to go.
Hopefully, this little story will be informative enough to help someone else
who is facing a similar dirty job.
Catalina 250
Capri 25 Association
Technical Editor
John Schramm
capri25tech@
Catalina 25
A Head Ache
I blithely pull into the pump-out
station to de-water the holding tank.
Ooops nothing suctions out and I know
it is full. After several dogged attempts
to get suction going figure the pump-out
station is broken and will come back
another time. Another time happens and
it is a repeat. Oh! Must be my problem
then. Check the holding tank and discover cracks around the inlet hose fitting
on top of it. Back to slip, and another
day patch the cracks. After repair and at
next opportunity go over to pump-out
with high expectations. Nope. Still no
suction. Run an old wire halyard down
the exit hose and it seems clear. What to
do? What I don’t want to do. I open the
access port in the top of the full tank.
Out of options so plunge in up to the
elbow, fish around and come up with
a broken piece of PVC pipe that was
intended to go from the waste outlet
on top of the tank to the bottom of the
tank so it could be evacuated. Oh-ho I
say to self, of course that’s how it works.
Brain finally clicks into gear, and a jury
rig suction is created directly to tank
through the access port. Whew at least
the tank is now empty (or should I say
phew). Back to slip again. I am determined to get this over with today. Special trip needed to hardware store for
stubby screwdrivers to reach cramped
bolts holding on the faulty waste exit
fitting. Slow and nasty work with one
arm inside the tank holding nuts. Finally
it’s off. Then away I go again, this time
to chandlery to try to find replacement
part. Keeping fingers crossed. Luckily,
T24
Paul Alcock writes:
Our 2005 C250 Water Ballast has
a lot of electronics on board, and I did
not want them to drain out the battery
while on a typical five day cruise. The
solution seemed to be a solar panel that
could recharge the batteries at a decent
rate and yet be small enough to not be
burden to sailing.
Researching the panel options, I
spoke with a leading Solar Specialist in
South Florida and between us we figured the size and type of panel to use.
The choice was a monocrystalline solar
panel, encapsulated against the elements
mounted on a solid aluminum plate.
My ideal solar panel install was
one that allowed easy rotation and
tilting of the panel so that it could be
pointed sunward at any point of sail. So
I needed a system that could rotate 360°
around the Y axis, and tilt 90° around
the X axis. This way the panel can be
horizontal when the sun is overhead and
vertical when it’s closer to the horizon.
Here’s the result:
The 18 watt monocrystalline solar
panel is mounted on a 7/8" stainless tube that slides inside another 1"
stainless tube mounted on the back of
the starboard catbird set. The rotation
about 360° is managed by a simple pin
through the tube and detents cut into
the 1" mounting tube. To rotate the
panel, simply grasp the 7/8" tube and
rotate it inside the 1" tube. The detents
allow it to step about every 20°. (I cut
them using an angle grinder.)
The tilt mechanism is made from
7/8" tube and a T rail joint. One side
of the T rail joint has detents cut into it
to allow tilting over about 110°. There
is a screw that has been filed down to
a wedge (again using an angle grinder)
to fit inside the detents. This allows the
panel to be tilted from -20° to +90°. To
make the adjustment in tilt, I reach up
from the catbird seat and tilt as needed.
A spring (standard spring from
WM) pushes against the other side
of the T rail joint to keep pressure on
the wedge screw. As you can see, the
basic panel has been mounted on an
aluminium frame and is connected to
the horizontal tube using standard rail
mountings.
All of the hardware is available at
most marine stores and ACE hardware.
The picture above shows the panel in
the lowered position. When it is raised,
it’s too high for trailering. You can see
the detents cut into the outer support
tube.
Using this system we can point the
panel at the sun at any time of the day
on any course, it’s output is diminished
slightly when in shadow, but we mostly
get in excess of 1 amp at 12 volts and
have had as high as 1.5 amps. –Paul
Alcock, Joint Decision
My ideal solar panel install
was one that allowed easy
rotation and tilting of the
panel so that it could be
pointed sunward at any
point of sail.
&
A 30 Year Partnership
of Enduring American
Craftmanship!
Outfit your Catalina with Distinctive
Edson Accessories at EdsonMarine.com
facebook.com/edsonmarine
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Edson International • New Bedford, MA
(508) 995-9711
www.edsonmarine.com

Catalina 380/387/390 International Association

Transcription

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