Vohonc 1996, No. I May, 1996

The Log of Sea,rind IIOwners

Edition Editors" Dona,d & Gae, Steffens, Aurara, #,24 (S) __ _,JEdition Production: Don & Brenda Bundv, Talisman,#139 (K)

In This Issue

Nirvana, #84 (K) a Special Seawind II ........................... 2Adieu, Nirvana .............................................. 5

New Dreams, New Owners--Refitting Flicka, formerly Vagabond ........ 6On Rigging, Spars & Sails ...................................... 9Engine Removal & Replacement ................................ 12

Engine Maintenance ......................................... 14On Fuel .................................................... 14

Ah, the Hull/Deck Joint ..................................... . . . 16

Holding Tanks .............................................. 16A Terrific Boarding Ladder .................................... 18Dinghy Hoists .............................................. 20

Reinforcing Shelves .......................................... 22Seawind II Questions & Answers ................................. 23

The Ditty Bag ............................................... 25Welcome Aboard New Seawind II Owners ..................... 25The Gillmers Come to Call ............................... 26

Gains & Sailing Plans .................................... 27

On Cruising & Fond Memories ............................ 27From the Members about Membership ...................... 28Contributors to this issue ................................ 29

Our new logo .......................................... 29

About Your Next Issue ........................................ 30

Special Topics for Your Next Issue .............................. 30

The Ship's Chandlery ......................................... 3 1Seawind Mk II Boats for Sale ................................... 3 1

Nirvana, #84 (K) a Special Seawind II

Paulaand Tim Colwell wrote us last year from Horta, Faia/ in the Azores and described inlength modifications and repairs they made to their SeawindII #84K Nirvana.. There is somuchgood and valuable information in the Colwell's letter for all offshore cruisers that wehappily include it all here as they presented it.

We are Paula and Timothy Colwell, the 2-speed 1200 Ib anchor windlass-original owners of Nirvana, hull #84. handle stored in pouch on bowsprit;We were able to have Nirvana modified washdown pump. Sail handling -when she was built, e.g. double anchor traditional lazy-jacks with running

locker with individual deck pipes, halyards on both main and mizzen;heavy foredeck for anchor windlass, reefing winch on main boom; hauldownoversized winches, etc., etc. The for hanked-on headsails (line isacquisition of additional equipment and attached to uppermost sail hank to asubsequent modifications by us were turning block on bowsprit and then aftimplemented over a period of 17 years, to a block and cleat mounted on theWe have also replaced some electronic port genoa track abeam of theequipment several times, e.g. Loran to mainmast); genoa tracks were extendedMagellan 1000 to Furuno GPS50. 6 feet; genoa cars adjustable from the

cockpit; mizzen sheet leads forward toWe have tried, due to the nature of our mizzen mast; mizzen boom has been

cruising, to be self-contained and raised to 6'5" height to accommodatesimple (KISS). Thus we have no windvane; spare halyards are carriedrefrigeration or pressure water, on external-mounted blocks for the

main. Electronics - VHF mounted -

Equipment Standard Horizon Infinity; spare -Main Anchors - are carried on Standard Horizon; VHF handhold -anchor rollers forward on the bowsprit. Motorola Triton; spare - Icom M-7; SSBAre secured with tie down when not in - Ham - Icom 7000; Depth Sounder -use. 55# Delta - 100' 5/16 BBB chain Signet, Second Knot Log - Depth; Knotand 150' 5/8 line. 45# CQR - 8' 3/8 Log - Signet Sounder - Apelco is

chain and 250' 5/8 line. Spare mounted; Radar - Raytheon RL-9; GPS -Anchors - 25# CQR, 22# Danforth. Furuno GPS 50; Weatherfax - Furuno

Anchor buoys for each anchor. DFAX - self-contained; EPIRB - LittonSails - All working sails are tanbark. 406. Compasses - KVH FluxgateHeadsails 120% Genoa, 90% jib, Compasses 1 bulkhead mounted in

storm jib, cruising spinnaker. Mainsail cockpit, 1 handhold; Ritchie 5", 2- fully-battened main with 3 reefs, Hockey puck compasses. Safety gear -storm trysail. Mizzen - 2 reefs. Other Medical Sea Pack - coastal version;bits for above: Simpson-Lawrence 955 boom gallows - main boom, provides

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headroom of 6'3" plus a handhold; bilge model Johnson. Stored on specialpump on a .loud alarm; wooden plugs bracket on port stern; fenders - 4 18"tied to all thru-hull fittings; Avon 4- round fenders, 2 fender boards; Galleyperson liferaft offshore model; stove - Force 10 propane retrofittedwatermaker - manual - fitted; Panic 1993, remote control and sniffer; 2bag - flotation bag with items to 10# aluminum tanks fitted on transomsupplement offshore kit in liferaft; on either side of windvane. (Needed: 8'EPIRB; Radar; Radar reflector - Firdell ladder to be carried in mizzen shroudBlipper; MOM; Fire extinguishers - Main for high seawalls as gang plank, etc.)cabin - 3, forward cabin - 1, head - 1, Navigation- GPS; Astra IIIB Sextant;helm seat underneath - 1, engine room Celesticomp Celestial computer;fireboy 1301; Jacklines - 1 each Nautical Almanac; HO 229 tables;sidedeck, 1 on either side of center compasses; Fujinon binoculars - 2;line from boom gallows top center to Library of cruising guides, pilots,bowsprit and 1 portside cockpit just charts, etc. Electrical generation 2above cockpit sole; eyebolts - either - 72 Watt (6 Amp) solar panels; 1 -side of mainmast; either side of 120 Amp alternator; expect to addcompanionway; mast steps - main Ampair wind generator on mizzen mastmast, enclosed; life sling mounted on Spares - Never enough: alternators,starboard quarteer rail; Edson bilge starter, hoses 3/8 to 1/1/2, belts,pump mounted starboard quarter seat. pieces of wood, manual pumps, rebuildCreature comforts- watermaker - kits, electrical wire, terminals,Power Survivor 35 - electric, manuals, switches, light bulbs, nuts,permanently mounted under galley sink, bolts, screws, tap & die set, toolshole cut in engine room bulkhead; including electrical meter, solderinginverter - 600W Heart; Windvane - irons, mechanics, woodworking,

Monitor with offshore rebuilt kit; sanding, drills and bits, blocks, ropeAutopilot - Autohelm 3000 (8-10 yrs and needles, palms, two sewingold) used only in light winds or seas; machines, sail cloth, fittings for sailIn-cabin heater - Balmar 20,000 BTU, repair. (The above would be overkill inis fueled from Diesel tank via a the USA. Outside the USA the above is

commercial marine fuel pump which is barely sufficient in many areas. Foralso a backup for engine mechanical instance, we spent some time in Cubafuel pump. This pump must be in 1994 where you can't buy anything,installed on a lateral line from main very difficult to import items.)fuel line with appropriate valving. Modifications, etc. since 1978.

Heater is installed forward end of port 1990 - Hull painted dark red, creamsettee in a tile enclosure with a waterline and gold cove stripes, namestainless steel cage for safety; Dinghy on both quarters and hailing port on- Avon inflatable sport boat, carried transom in gold. Engine. Originaldeflated and stored for 99% of all engine was a Westerbeke 30,overnights; outbboard 15HP commercial manufactured in Leyland (England) and

discontinued early 1980s which we cockpit drain into which the hoseunderstand Westeerbeke was aware of. drains. The clear hose also providesWe felt that the Leyland was a good constant visual confirmation thatengine. However, Westerbeke we cooling water is circulating properly.disliked because of the indifferent, Additional cockpit drains mountedarrogant attitude. We also felt that 6" above cockpit sole on aft cockpitthey would be unreliable for parts bulkhead to thru-hull valves onoutside of the US. Although we feel transom. Triatic led thru turning blockthat Bob Hanson, the Westerbeke dealer at mizzen head to turnbuckle on mizzen

in Massachusetts, is both honest and mast at shoulder height. Gauges -reliable from the reports to which we Hour meter, etc. fitted to Yanmarhave been privy. Engine replaced in which only has idiot lights.1991 with a Yanmar 30 (25HP). We did Other comments - Have used a two-

all of the work, very easy. Procedure: part polyurethane varnish for allRemove engine room bulkhead from exterior teak - is very tough - willgalley sink cabinet to chart table. Use last a year between coats. UseSabre saw judiciously. Disconnect industrial grade stainless steel pipeengine. Install block and tackle via a for fabricated mounts. It's strong andline to engine. Use pry bar, appropriate inexpensive and dull.words, to slide engine forward and Interior modifications -Main cabin

then lift through the companion way. gutted in 1990 and rebuilt. Aqua SignalUse towels, rugs etc. to protect sole Fluorescent lights used extensively.and wood trim. Remove dipstick and oil Bookcase on bulkhead behind table.

first - only removal necessary. The Galley - salon bulkhead extended 12";Yanmar is a smaller engine. Place both post to overhead. Crash bar with stripengines side by side and measure for in front of stove. Jackline goes fromdifference in motor mount heights. The post to salon bulkhead forward.Yanmar requires welded brackets to Starboard settee back pulled forwardadjust the motor mount height for the 9" creating large storage areas. Allengine logs (cost US $30). Also cut storage areas are compartmentalizedforward face of engine logs. Avon and ceiling with 1 1/2" cedar strips 1Life Raft- Carried on a fabricated 2" away from hull which permits airmount center companion in turtle back. circulation. Hanging locker forwardMounts on cabin top. Anti-siphon cabin modified to contain 3 largeloop- in engine cooling exhaust line. Rubbermaid bins on sliding woodenThe loop is mounted inside the tracks.starboard sail locker well forward. I Other hits: Manual foot pumps forremoved the valve from the loop-- salt and fresh water in galley and headthreaded a hose onto the external sink. Galley sink drain has a shut-offfitting for the hose (clear) through a valve for starboard tack. Paula hashole in the fore-and-aft bulkhead fabricated an extensive selection ofimmediately above the starboard cloth storage bags on head doors inside

and on ceiling of forward cabin. Chart somewhat popular in Europe.storage in two boxes mounted on Things to be done - other bits:overhead in forward cabin. Paula has also fabricated, designedModifications still to come: We extensive exterior canvas works,still have a small leak in port rub rail covers, etc.for which we are considering several Other comments: Lee Brooks and hisoptions unless someone else has a wife Jo (#079) are extremely skilledbetter idea. (Options: Dick Weaver artisans and designers in metal work.(#075) has replaced rub rail with wood Perhaps they would be able to help youand was cleverly done and is quite with your metal fabrication program.attractive. Fill interior of the rails We are writing this letter in Horta,with a closed-cell, non-expanding Faial, the Azores. We have purchasedfoam, which we suspect will retain property here. Therefore, this will besalt water). Double forestays so that our new home. If any Seawind ventureswe can store two headsails up forward into Horta, and our boat is here, checkwithout the bother of changing with Mid- Atlantic Yachts near theheadsails at 0300 while bashing to marina and they will give you our phonewindward. Dick Weaver first number or check the phone book.introduced us to the idea which is also Enjoy your days and sailing --

Paula and Tim Colwell

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Adieu, NirvanaEditors' Note: On March 10, 1996 we received the following note from Paularegarding the lossof their beloved Nirvana. We wish Paulaand Tim fair winds for their future.

It is with great sorrow that we tell death was injuries sustained on a reefyou about the death of our sailing in the harbor of Mayaguez, Puerto Rico.partner -- Nirvana #84(K). Cause of We sailed together for 18 years and of

S

the three of us, she was the better not yet responded. We have notsailor. She will be sorely missed, forgotten you, we just had not

memorized everyone's address.

One of the positive things during thisexperience was how long it took for Tim and I have recently purchasedthe actions of water and reef to cause property in the Azores, which will

irreparable damage to the hull -- the become our new home. Please feel freeSeawind II is as strong as we all think to call us if you are in Horta. Midshe is. Our problem was a combination Atlantic Yacht Service will know ourof lee shore, heavy surge and a broken telephone number. Our mailing addresstransmission cable. The surge will remain 60 Canterbury Court,continued to push Nirvana further onto Orange Park, FL 32065.the reef, and eventually, she waswedged tight. The transducer fairing In the most recent issue of Seawords,cracked and she filled with water. This now lost, someone asked about a "red

made her too heavy for the commercial Seawind going east near the St. Luciefishing boats that tried to pull her off Lock in April, 1995." That was us. Wefor three days. A barge with crane attempted to make radio contactmight have been successful. It was the without success.fourth day when she heeled and a rockcaused the fatal injuries. Everyone Finally, please remove our name fromparticipating in the salvage effort was the mailing list. At present, theimpressed with the heavy-duty subject of boats is very painful.construction of the Seawind. Perhaps sometime in the future we

will contact you again. We hope the

We apologize to our boating friends. At information we sent concerningthe time "important papers" did not Nirvana's equipment will be helpful toseem to include our address book nor other owners.the Christmas mail to which we had Sincerely,

Paula Colwell

New Dreams, New Owners--

refitting Flicka, formerly Vagabond

Bob and Georgi Samuelson, Flicka, boat, we discovered her original owner#38 (K) We purchased our 1976 was John A. Wolfteich of Southold, NY.Seawind II in January, 1995 and have David Shatan of Longboard Key, FInamed her Flicka. Her former name was owned her in 1984. Tom Lee bought her

Vagabond. From documents found on the in Tampa, FI and eventually had her

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shipped via truck to Alameda, CA under the starboard v-berth--no odorwhere we purchased her this year from problems so far. We installed a PowerMr. Lee. We sold our home on five acres Survivor 35 watermaker--the motor

in Grass Valley and moved onto little part is mounted under the galley sinkFlicka. The poor thing had not been well and the white tubular pump sectionmaintained nor cruised for long extends out under the companionwaydistances, and since that is our intent, steps.we have spent the last eight months Interior: Enlarged access to storagerefitting her. We paid $35,000 and under both settees. (We have sixlittle did we know we would be putting months stores on board.) Changed

another $45,000 into her to get her hanging locker to all shelf storage for"cruise ready!" clothes and shoes. Mounted boards withWesterbeke: Replaced hour meter. Who pegs in upper forward section of chainknows how many hours are on the locker for line storage. Cut access toengine! Replaced stainless muffler forward bilge in two places: a 9" x 5"(full of pinhead-size holes) with riser opening located 2" forward ofwith Yanmar Wet-El to Vetus muffler- compression post and centered, in the-at transom made loop in wet exhaust head compartment sole and coveredhose. Installed new raw water pump with lexan screwed down over silicone(from Jabsco at 1/2 the price of sealant gasket with drain to showerWesterbeke's), installed new heat sump. We found 1" of water around theexchanger, rebuilt fresh water pump, compression post but no rot. Weinstalled dual Racor fuel filters, the installed a dam and bilge pump in thefuel line is currently in progress. We forward section of the 9x5 openingrebuilt the rudder by having a new which drains both shower water andbronze fabricated and we added any water from anchor locker. Wea zinc! wrapped 20 bottles of wine inElectrical system: Cleaned and lubed bubblewrap and made duct tape pullsoriginal bronze Wilcox-Crittenden for each and pushed them down into ourseacocks. Still beautiful after all new wine cellar.

these years. Only one needed to be Exterior: Rebedded all deck fitting. SoreplacedT Removed pressure water far we have not noticed any leakssystem and water heater. Replaced anywhere--we sailed to weather oftenwith fresh and salt water foot pumps, in San Francisco Bay, but have had only(We use a three-gallon compressed air a 12-hour period of rough weather ongarden sprayer mounted in the head our recent trip down the coast fromcompartment water heated with a San Francisco to San Diego, so maybetea kettle for showers.) Replaced all we haven't tested the hull to deck jointhoses and clamps. (Some hoses enough. Replaced opening ports withcrumbled as they were removed!) New Beckson rain drains, reinforced theRaritan pump assembly. There was main upper chainplate attachments toa Nauta flexible holding tank installed the bulkhead, new lifelines, added

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safety netting, added two stanchions 406 EPIRB, Monitor self-steering vaneto stern rail as we have mounted the (wonderful piece of gear), (boat cameJohnson 15, the Lifesling, the BBQ, equipped with an Autohelm 3000). Wefishing pole and stern anchor there, get weather fax on the laptop via theContrary to Mr. Gillmer, we changed the SSB. The ham is mounted on the shelfdeck drains from the long saggy hoses above the 3 drawers to starboard ofto thru-hull openings cut about 12" aft companionway with an insulatedof deck scuppers and above the water backstay for the antenna, theline. Our primary anchor is a 35# CQR automatic antenna tuner is mounted inwith 200 feet of 5/16 chain. We have the starboard lazarette close to the

not used this setup much, so we will invertor. We have 2 GPS units--asee. Garmin 75 and a 45--wonderful! When

Rigging & sails: We pulled the masts, you add in a Radar, a 9.9' Apexpolished them and applied Boeshield, inflatable, a Sony 12v TV and VCR, aran new masthead wires through PVC pasta maker, snorkel gear, a Singerpipe, added a tricolor with strobe, ran 107 sewing machine, (tied down belowhalyards internally and added Pace- the table) about 200 books, etc., etc.Edward mast steps (they are also radar you can understand that our galley sinkreflective). We replaced all standing drain now is way below the waterline.rigging with 316 SS, new turnbuckles, Consequently, we had to install anew halyard swivel assembly for the macerator pump to drain it.old Hood Seafurl (works great and is ofsturdy construction) added an inner While working on the boat in the Sanforestay attached about 1 1/2 feet Francisco Bay area, we arranged a gainfrom top of main mast and connected with the Gephardts, owners ofat deck level at the forward bulkhead Windspiel (107C), a rare West Coastin V-berth for storm jib, which we happening. What is a gam anyway?have yet to use. Attached a Mobri $2 Some sort of East Coast thing, I guess!radar reflector to upper shroud--it hasbeen reported that we show up well on We are currently in San Diego preparingradar--that's comforting. New cruising to leave for Mexico any day now. In themain (8.5 oz) and mizzen (9.5 oz) from marina here in San Diego is a SeawindSutter Sails in Sausalito, new cruising II named Seawind II. Must be hull #82K.spinnaker (1.5oz) and storm jib (9.3 oz) Our cruise is open-ended, hopefullyfrom Hogin Sails in Alameda. (The two after Mexico to Costa Rica, the Canalexisting jibs were in decent shape.) We and then to the Caribbean. Perhaps welead the main halyard and reefing lines will come across some fellowto the cockpit and replaced running Seawinders there. We are on quite arigging with Sta-set and Sta-set X. budget now that we have spent a bundleSafety and amenities: Avon offshore, on our "little girl" i.e., Flicka, but wevalise pack liferaft stored in starboard are very happy with her. It's a pleasurecockpit locker, 15' Para-anchor, ACR to look back at her beautiful lines as

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we row away in the dinghy. She LaPaz.outperformed us in the only rough When we pulled into our slip in theweather we have had so far. We love Marina de la Paz, imagine our surpriseour Seawind! when we saw Gentle Promise, a

Update from the Samuelsons, 2/12/96 Seawind II owned by Peter and Christieon Flicka's journey south. We did an 8 Knowles out of Bend, Oregon. What areI/2 day passage from San Diego to the chances of that? There are only aCabo San Lucas 70 miles offshore. This total of five Seawind lls on the West

was our first long passage and Cost as far as we know. In any case, inprobably, from what we know of true East-coast style, we held anFlicka's history, hers also. She and our impromptu GAM and checked out eachMonitor, Owen, gracefully and others' boat. Apparently Gentleeffortlessly sailed us to Cabo in time Promise has been cruising Mexicanfor the holiday season. The weather waters for a couple of years. We bothwas cooperative: NW winds at our plan on leaving our boats in San Carlosbacks, 10-12K and 6 to 8 foot-seas on on the hard during hurricane season andour quarter. We continued to have returning to the States for a couple oftrouble with our engine--or more months. We then plan to spend anotherexactly--the fuel system. The tank season in Mexico and slowly work ourunder the cockpit sole is too shallow way south to Costa Rica.and too old and too full of gunk. The P.S. We just spent 7 days making aleast bit of agitation, and the engine cockpit: awning. The ketch rig is aeither air or the filters clog up challenge, and our solar panel iswith crud. We jury-rigged a day tank mounted on the dodger, thusfrom a Diesel jerry jug and are multiplying our difficulties.Thepresently in the process of installing a finished product, however, looks quitestainless day tank we had made here in good.

a s ailsCharles F. McFadden, Odorilla, #45 fishing vessel caught Odorilla's rode,(K) A personal experience that may be swinging the yacht into her steel hullof interest. My First Mate, her cat and I to the tune of about $5,500 in damage.decided to sail Odorilla south for the In brief, Odorilla was able to proceedwinter via the ICW. We sailed from to the Atlantic Yacht Basin inFort Washigton on the Potomac on 1 Chesapeake, Va for three weeks ofNovember 1995. The cruise progressed repairs. This episode aborted ourvery well until the night of 6 cruise plans. We left Odorilla at AYBNovember. We had anchored off Fort for the winter, moored across the pierMonroe near Phoebus Channel. Shortly from Aurora #124(S).after 2100, an in-bound commercial Replaced port upper and forward

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lower main shrouds as a consequence Temple Bayliss, Plainsong, #32(K)of collision. I am experimenting with a had a total of four cracked swagesjib downhaul (see Simplify Your Sail when I bought the boat, plus a crackedHandling by Dave Gerr, NA in Cruising fitting at the bottom of the originalWorld, February 1987.) I also use a rod bobstay. I replaced the bobstayWalder Boom Brake and am happy with with wire and used Staylock fittings toits performance, replace the cracked swages. I would be

Replaced the bowsprit shattered in interested to know if someone feels Ithe on. I have signal halyards should have replaced the stays insteadreeved to the main and mizzen of going to Staylocks. The cracks in themastheads and to the main spreaders, swages were hard to see. Can I get aport and starboard. At the main chemical that makes them show upmasthead I have a hawk, riding light better--something I can use withoutand VHF antenna. At the mizzen, a removing the mast?windvane for the Autohelm 3000 and a Don & Brenda Bundy, Talisman, #129Ioran antenna. In this connection, I (K) We have two sets of sails, a localhave run the Ioran cable, windvane set which we use on weekends and an

cable and the binnacle light cable offshore set which is used when we goinside the mizzenmast; they exit on extended trips. The offshore set wasthrough the step into the engine built to our own specifications.Theycompartment via a foot-long CPVC pipe are 10 oz weight without roach orwhich provides watertight egress. I battens. Even our 155 jib is 10 ozreplaced a badly corroded aluminum weight. While this may seem over-mizzenmast step a few years ago. built, it meets with the British

specifications for sails on our boat.Edward Dimock, Camelot, #1 (K) Seems there is a big difference ofRigging was replaced a few years opinion about what weight sails shouldbefore I bought the boat due to a boat be used across the Atlantic. We areyard fire in the shed where the rig was always happy we have the extrastored. Metal-Mast spars with internal strength when the going gets rough andhalyards and 1/4 inch wire on the main. the wind is on the way up. How oftenIs this big enough? one sees a vessel coing into port with

I'm planning to purchase a jib furling torn sails. Two possibilities exist,system spring. Choices are either they are too light a weight, orbetween Pro-Furl, FurI-Ex and sun worn or both. With our approach,Schaefer. All are good and cost we think we take care of bothbetween $1400 and $1500. I can't situations.

decide. I need new sails, but will have Our rigging was fine until wereto settle for having a couple of my jibs sailing in over 35 knots of wind. Thenmodified for the furling system this the triatic would become loose andyear. spin around in a frightening manner. We

tried adjusting the rigging to no avail.

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Being desperate for answers, we Bertrand de Frondeville, Pianissimo,contacted Thomas C. Gillmer, and he #80(K)inquired about the size of the mizzen Editors' Note: WhenBertrand boughtstays. After a short discussion, it was Pianissimofrom John Geils,she was equippedapparent that the manufacturer with Hood's Sto-boom. There was a survey(Allied) had not followed the of Sto-boom owners in Practical Sailor, (15architect's specifications. We removed Oct '94), a synopsis of which he provided inthe orignal smaller wire, tangs and his letter. However,here is his own experienceattachments belowdeck and installed with the Hood Sto-boom.

I can only rely on my first activethe new, larger size 1/4" wire, tangs,

summer campaign in which I had someetc. This took care of the problem. The

entire cost was about $600. We have lively "frustrations" for the firstsince sailed in 35 knot wind and the month until I called Hood and learned

from a spirited Frenchman with a nobletriatic is stiff and not flopping around.

name like mine, that the boom angleDarryl Forrester, Seawind II, #4 (I()

must be optimized around 8-15 o upMast corrosion at the base of the mastfrom horizontal (creep forward or aftshoe was combined with the athwart

beam (adjacent to the head) sagging provide the limits of the range) and aand came together as an expensive couple of wraps should be kept on theproject, since I was not present to do halyard while furling.the work myself (and now I wonder ill Without further mishap, I was able to

solo most of the time, furling orcould have done it myselfi)

raising sail in winds gusting to 50This is what was done: The mast waspulled and about one inch cut off (about knots. My winch is small (3"drum) and

one speed, and I ratchet only in the last1/2 to 3/4" was actually corroded). A

few feet. I wouldn't mind a self-tailingstainless platee to fit under the shoewas fabricated and installed to make winch, so that I could use two hands.

the mast the same height as before. Yet it is much less difficult than jibThis seemed a better alternative to furling (without winch) or trimming on

4" winches in heavy weather. If yourecurring the stays, sails, etc. The

find it too hard to raise at the winch,interior beam was removed and a

pulling the halyard at the mast is astainless inserted to add support breeze.and stop the sagging, which hadresulted in head and forward closet I still don't know if I'd trust the

doors being shaved, etc. Sto-boom offshore. I have tape-markedAt the same time, we pulled the the topping lift and will tape the

mizzen, there was no corrosion. We mizzen mast for the right boom angledid, however, add a brace underneath range to allow for stretch. I have no

rigid boom rang, but will build a boomthe to reduce the small amount stand as soon as I know the best boomof sag I had noticed. (The excellentwork was done in Fort Lauderdale by angle (furl and reef) in case theTim MacNei/, 305/522-8489.) topping lift breaks.

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I keep a 4xl/2" wood board to fit questions. I like Sto-boom's easy roll-between the track's tip and boom if the in and out, although I have notluff rolls on itself close to a batten mastered reefing in a seaway towithout bringingg down the whole track, satisfaction. Meanwhile, ponder muchTo raise sail quickly, pulling the cheaper lazy jacks (Dutch or not) andhalyard at the mast takes seconds, my preference to reef standard sailsReefing other than at anchor still solo while hove-to offshore.needs some thinking. Until I fully So, until I learn how to safely andmaster heaving to and then reefing at reliably reef and furl while hove-to inany height or fully furling, I would be any weather which can suffer atempted into going directly to mainsail, and am convinced by othersjib/mizzen only in a rising wind. that the track will withstand that kind

I shall be glad to entertain any of weather without losing the luff, Imay go offshore with the old sail andboom, or at least have them lashedaboard.

Enne Removal & ReolacementDon and Brenda Bundy, Talisman, pitch without running out of oil. This129 (K) Our engine is a 55 HP larger capacity increased the oilPathfinder, 4-cyylinder Diesel. We quantity by two quarts.We chose toremoved accessories and the heat stay with this engine as overhaul costs

exchanger first. We left the Hurth were $900, a new or rebuilt engine wastransmission attached. We removed the far more.

engine through the main companionway It's our view that many sailingusing the mainsail boom and a 4:1 vessels are underpowered and whilepurchase. We did not need to cut or saw this may be fine during a day that theanything for removal or replacement, winds are 15 knots, it's not so fineWe slid the engine out into the main when the winds get to 35 to 45 knots.cabin onto some 2X6's to protect both Even with our 55 horses, we can losethe engine and the cabin sole. We added one-third of our speed motoring intoa halyard to the end of the boom for 35 knots of wind. We use a 8xl 3 three-additional strength, then raised the blade propeller. When a vessel isengine up through the companionway equipped with a low horsepowerusing the 4:1 purchase and lowered it engine, it's reasonable, we think, toonto the dock. While the engine was out consider that it may well have a windand being overhauled, we added a real velocity above which it cannot safelysea-going crankcase and an extended maneuver. Add the waves poundingneck oil pump which allows us to run against the vessel, and you have aour engine with 30 ° of heel or 30 ° of dangerous condition. Eric Hiscock

17.

believed that a vessel should have 3 back in the boat underestimated the

horsepower for each thousand pounds difficulty of removing and remountingof displacement. From what we've the engine and the complexity of theseen, it looks like he was right. For the wiring harness. As a result, when thereSeawind, that's 15x3=45HP. were things wrong with the wiringEdward Dimock, Camelot, #I (K) My when the engine was back in the boat,

engine was replaced just before I the yard was not anxious to spend largebought the boat with a Volvo 2003 (28 amounts of additional time at theirHP). I like the new engine. It is easily own expense putting things right. Tomaintained. Fuel and oil filters, avoid this problem, anyoneimpeller, dipstick are all at the front contemplating removing andof the engine where they are readily reinstalling the engine on these boatsaccessible. Editors' query: Is one a should go over the wiring and plumbingtrue Seawind II owner if dipstick, of the engine with the yard'simpeller, fuel and oil filters are representative and discuss the limitedreadily accessible ? access and the complexity of theJohn A. Kremski, Jr., Solution,#88 (K) installation. That way the yard will beI did replace the engine and fuel tank conscious of the difficulties involvedlast winter. After talking to those who and will take the required care to labelhave done this, I decided to remove the the wiring and make sure that the workengine room bulkhead. This was really is done correctly.easy to do--simply remove the trim In the end, I will achieve a goodalong the top and starboard side (no installation, but I have had someneed to remove bottom trim), and run a problems. Coming into a channel atsaber saw at a 45 ° angle along the night under sail just aftercorner by the sink. This gives really recommissioning, I pressed the switchgreat . I had a mechanic do the on the hand-held spotlight that plugs inremoval and installation of a new near the instrument panel--and the

Yanmar 20HP. This engine is about 130 instrument panel lights lit up insteadIbs lighter, which has affected the of the spotlight. We made it anyway.trim. I plan to enlarge the batteries There were two or three problems likefrom 4D to 8D to compensate for the that, each one a pain in the neck toweight in a useful way. diagnose and correct.Temple BayUss, Plainson#, #32 (I0 I In my case, and probably in other

bought the boat in September of 1994 cases, the shop that actually rebuiltand had the engine rebuilt and the the engine (not the boatyard) had norigging inspected and repaired over sense at all of the high cost oflast winter. Here are some thoughts removing and re-installing it. As aabout what happened to me: result they were careless about some

I think the yard which removed the things that they would have worriedWesterbeke 30, contracted with a shop about if they had known how difficultto have it rebuilt and put the motor the engine was to get at when re-

13

installed. Make sure this problem is reinstallation. Don't be lulled intocommunicated to the rebuilder and also complacency by a bright, new paint job.have the engine bench tested--with a The cylinder head must be removedspecial check for fluid leaks--prior to prior to taking the engine out of the

boat.

Engine MaintenanceCharles F. McFadden, Odorilla, #45 Every 700 hours of engine running(K) Lube and oil filter - change every time, we change oil and oil filter,100 hours; Primary fuel filter - check inspect belts for condition and tension,for water daily underway; change each check the transmission oil level,season; Secondarry fuel filter - change linkage and cables and change fueleach season; Heat exchanger zinc - filters. We give the entire enginechange every 200 hours; Sea strainer - compartment a good Iookover at thischeck daily underway; Starting battery time looking for anything suspicious.- check condition and electrolyte The 1200-hour frequency ensures thatmonthly; maintain at/near full charge, we will catch something that may be

developing before it becomes a major

Don and Brenda Bundy, Talisman, problem on the open sea and has helped#1,29 (K) We do 100 hour inspections, us keep running without frequent

monitored by using a Hobbs meter, breakdowns.

On Fuel: Changin E the pickup, revlaeing the tank &dealing ith fuel contamination

George & Lynne Lewis, Or/go III, #93 What was the solution? I changed(K) The last thing we really had to do a the pickup to a piece of copper tubefix on was the fuel tank. For years if long enough to reach the center or apexyou ran the engine when the seas were of the tank baffles. Then I soldered a

3+ feet and the tank was less than half shoe on the end of the pick-up pipe tofull, we would have engine failure, raise it off the bottom of the tankWhen the boat pitched, the intake about 3/8". I then inserted the new

would suck dry, and the good old pick-up in the tank by undoing theWesterbeke 30 would quit. This was fitting at the top, pushed the copperboth embarrassinng and dangerous to pipe toward the middle until I felt itsay the least. I used some foam board stop at the baffle apex. Then I slippedand made a model of the tank and found the fitting from the top of the tank

that with a half tank or less, theover the copper tube and screwed it

pickup would suck air at 20 ° rollor pitch!

back into the tank. The Westerbeke has in 4 to 5 foot seas with less than 1/4

not stopped yet, and we have powered tank.

Dee & Walt Neibel, Bernadine, #98 and brought forward into the main(K) Our last contact was about cabin, where it was discovered itcontaminated fuel tanks and system, would not fit through theAs a result of two to three engine companionway (by about two inches). Itshutdowns due to contaminated fuel, did go through with no problem aftermainly rust and dirt particles, we sawing in half! The new tank was madeelected to replace the original a little smaller to fit through the"Corten" fuel tank with a new companionway--38 gallon capacity. Inaluminum tank. The removal of the old spite of the alleged cortentank and installation of the new tank construction of the old tank, it was

went well. So far this year (1995) we very rusty, with large amounts ofhave enjoyed trouble-free engine scale, etc. accumulated. Whenoperations. Racor filter has stayed at replumbing everything, I installed a2" Hg. Delta P. heavy-duty outboard engine fuel

priming squeeze bulb in before theJohn A. Kremski, Jr., Solution, #88 Racor, which makes bleeding very easy.

(K) While the engine was out I decided I also put in a de-bug" unit. It passesto remove the fuel tank. The bottom the fuel between two strong magnets,

supports (and the mizzen supports) which according to the manufacturerwere removed, and the tank lowered kills algae. (I'll let you know if it

15

seems to do anything after I have a until their filters are clean. I asked at

little more experience with it. If the Hansen Marine seminar a few yearsanyone wants to know more, get in ago if they thought it was a good idea.touch, I'II be happy to discuss this They replied that they were about towork. offer the same service. The filtering isDarryl Forrester, Sea_indll, #4(K) I not cheap ($80-$90), but I have had nohave my fuel "cleaned" (filtered) by a problems since I started it. They alsoservice every year. They put the recommend using an additive. I usenozzle into the tank through the BIOBOR, but bacteria still grows in thesending unit, which churns up the stuff tank, dies and needs to be gotten out asin the bottom of the tank and filter it evidenced by the stuff on their filters.

Ah H lRU._lDeck

From George & Lynne Lewis, Origo --full hull length--of heavy matIII, #93 (K) Our Seawind II has been epoxied into the area, put all the stuffgood to us. We have gone through some inside the boat back together, and itnasty weather, but she has never let us has never leaked a drop since. I'vedown. She leaked like a sieve at the always wondered how much they paidhull/deck joint until we really looked that kid per hour. He sure caused 149at that and discovered that some kid people a lot of grief.employed at Allied (then DFGYachts)had drilled a bunch of holes for the rub _l h_ zsr _Y""

rail that were crooked, so he left them _"_'--"----_/_ _-_;_ L,7_,and drilled some more. The holes not S_fe,_'--_filled used to let the water in when the

rail was down and you couldn't seethemt. The fix was easy. Two layers

Holding Tagk, sEdward Dimock, Camelot, #I(K) cabinetry. I am now considering a

Regarding holding tanks: I need to flexible tank, but I realize this isaddress this. Currently my boat has probably not the best solution. Wherenone. This is a high priority, but the is the best place to put the tank?problem is where to put it. I would like Don & Gael Steffens, Aurora,#124 (S)at least a 10-gallon tank, but Because we sailed on Lake Champlainpreliminary measuring does not for many years where state and federalindicate that it is possible to install it laws were very strict in the extremeanywhere the existing about holding tanks, we had a stainless

16

steel tank fabricated to fit under the water and found it leaked. Fortunately,

aft end of the port forward v-berth it was only water.bunk. Hosing runs from the head to the Contacting the manufacturer of thetank. The outgoing tank hose connects tank, we learned it was not repairable,to a Y-valve. One side of the Y connects that nothing would stick or attach toto a hose for pump-out at marinas. The it. We carefully cut the wood whichother allows for direct discharge creates the v-bunk and removed theoffshore. Although we lost some tank. We tried to repair the tank, but tostorage space, we gained peace of no avail.mind, knowing that if any marine We contacted a company that buildspatrol or Coast Guard wishes to check molds for aircraft and had themus at any time, we are completely legal construct a new fiberglass tank. Re-in US waters, enforcement strips were installedCharles F. McFadden, Odorilta, #45 within the fiberglass for strength.(K) I installed Raritan's Lectra/San in Fittings were installed using epoxy. AOdorilla in 1988. I didn't like the idea large fitting was installed on top for

of carrying a cesspool around with me. access in case the local police or CoastI still don't, but pressure for "no Guard wanted to examine its contents.discharge zones" seems to be We now have had six years of problem-increasing, so I may have to put in a free service from this installation.tank yet, probably on the discharge This has been a successful approachside of the Lectra/San. I have used the for us. If we had to do it over, we'd doLectra/San almost continuously for the same thing.eight years. In that time I have Dick Weaver, lxchel, #75 (K)replaced the timer and electrode pack I have installed a holding tank. Fromtwice each. The control unit is located the factory the boat came with ain the head in the upper forward corner Lectro/San which we used for a fewof the outboard locker. The treatment years whenever we were in a confinedtank is located under the starboard V- body of water. It was installed beneath

berth. It is a very tight fit. (I am not the starboard v-berth on a small shelfsure the later version of the unit would which was screwed to the inboard

fit.) I am generally satisfied with the support for the berth. It had a Y valveLectra/San. A drawback is its current located beneath the stateroom sink,

demand (approximately 1.75 amp-hours which simultaneously switch both theper cycle) but, to me, that is still intake and exit of the Lectro/San.preferable to a cesspool. After 4 or 5 years, both failed andDon and Brenda Bundy, Talisman, were removed. Since then we had#129 (K) Talisman came equipped direct overboard discharge only.with a 25-gallon holding tank installed The State of Florida has enacted awithin the forward cabin underneath strict MSD law and seems to plan tothe double bunk. After purchasing enforce it. I am told that the rangers atTalisman, we filled the tank with Dry Tortugas come aboard and inspect

77

MSD's, so I bowed to authority and put lock the head in either the "holdingin a holding tank. tank" or "overboard" position. TheIt was not difficult, but it's whole cost for the materials was over

cumbersome and expensive. I resent the $500. This might be considered aspace it takes up. I bought a 13-gallon deluxe system, but it appears even aTodd holding tank from West Marine minimal system may not be cheap. If itand installed it beneath the starboard were installed by a shipyard, the costv-berth on a small shelf I built for it. would be over $1,000 no doubt, evenThis was the largest tank I could place though their craftsmen are morein that position. I had to make a cutout skilled and would take less time than Iin the bunk to get the tank in, which I did.replaced and secured with wood George and Lynne Lewis, O_go III,screws. #93 (K) The holding tank was bad. It

I want to be as certain as I can be leaked right from the start where thethat the system does not stink. I have lower hose connected. We found a crack

had bad experiences with plastic in the tank and the heat-welded fittingsanitary hose in the past, so went with was not fitted properly. With two bigneoprene and cloth hose, which is much thru-hull plastic fittings (one malemore expensive. The cheapest I could threaded, the other female) and a greatfind was at Defender Industries. I used gob of Boatlife caulk and a grit yourover 20 feet. I also bought what I teeth, put your arm and hand into thejudged to be the best Y valves, two tank as far as you could reach, it still

plus one I already had. I also built a was smelly and messy attitude, we putnew bulkhead for the outboard side of the new fitting in, screwed it tightthe head of 3/4 inch plywood, which I with lots of caulk, and it hasn't leakedcovered with white Formica. There is a for 16+ years.

deck fitting for dockside pump-out, a __ ._.J--..hand pump under the sink for overboard _1_ _[*_of the tank (at sea, of _1_'_':_'°_i_ "'''°11_discharge

course), and provision for direct . • ,, L.11_.f,t_,.__L::D _-overboard discharge when away from -- I _% 0vTl_q JUS waters. I can use the head now in

any configuration I desire. The main Yvalve is mounted behind the outboard George & Lynne Lewis' caulking remedyhead bulkhead with its handle on the for holding tank leakageinboard surface of the bulkhead. I can

LadderFrom Dick Manuel, Mermaid, #50 (K) Ladder arrived while I was travelling

to Douglas W. Smith, Sunpower, #59 and was installed by my b0atyard. We(K) The STEPAWAY Midship Boarding used the ladder throughout the 1995

18

summer season and found it to be well STEPAWAY ladder and spoke highly of

designed and constructed and very, it and the proximity of the vendor tovery convenient. We usually left it in my homewaters should any post salethe "installed mode" ready for adjustments become necessary.deployment from the port side gateway Whether those factors equate tobut did switch it to the starboard side $150 more or less is up to the

when marina docking on the port side prospective buyer. But the design ofwas required. (Incidentally, in the the STEPAWAY mounts seemedfolded mode, it stores well in the superior, and that was another factorlazarette or below.) in my choice of STEPAWAY.

Mounting and dismounting are easy. For some of us Medicare sailorsSimply the stop-pin in the interested in extending our sailinggenoa track moveable mount allows the years, boarding access from dinghy tomount to be slid aft on the track, deck on a Seawind II calls for a ladder

thereby permitting the ladder to be of this sort. And when you think aboutengaged or disengaged from both the boarding from the water itself, thefixed mount and the moveable mount, need is imperative. Even with another

Of course, the position of the fixed person on board, in an emergency man-mount to the top of the cap rail must overboard situation a rigid ladder inbe the proper distance from an proper, secure position could mean theappropriate stop-hole in the genoa difference between life and death.track for the moveable mount to effect (Lifesling notwithstanding, in mysecure fore-and-aft positioning of the opinion, especially when the weatherladder in the gateway opening, is bad.)

I'm still experimenting with various Don & Gael Steffens, Aurora,#124 (S)means of securing the folded ladder in We love to swim from the boat. As athe lifeline gateway when the ladder is birthday present several years ago, Donnot in use. My thought is to have some gave me a STEPAWAY boarding ladder,sort of pelican hook or other quick and it's one of the very best presents Irelease device with trailing line have ever received. We talked with thehanging down to the waterline of the designer of STEPAWAY at the Annapolisvessel in case a lone person falls Boat Show some years ago, and he saidoverboard and seeks to reboard the he originally designed the STEPAWAYvessel. STEPAWAY literature suggest a for the Seawind hull. It's an exquisite,simple slipknot arrangement, but there well-crafted design. Securing it to themust be a better way. lifelines is awkward, however. We lash

TOPS-IN-QUALITY also produces a it up, down and sideways whenever wevery design at significantly set sail.lower cost. My personal decision to go When anchored and using the ladder forwith more expensive STEPAWAY was swimming, we keep two lines attached,

based on a personal endorsement from one to secure it to the boat and theBill Pardee (#43 K), who already had a other to haul up the hinged lower

19

section for stowing. And if you buy one by his booth. For more informationand meet the designer and fabricator at about STEPAWAY TM, call 800-535-a boat show, he'll give you free rubber 1355. Tops-in-Quality, 810/364-7925.end tips just as a courtesy for stopping

Din Ho;stsDick Weaver, Ixchel, #7.5 (K) could be removed completely and aI recently wrote a piece about bringing substitute flap inserted, which has aour dinghy aboard. Ken Snow (106K) built-in cavity that fits around thesuggested I send it to you, so here dinghy and keeps spray out. The dinghygoes. is held securely by straps lashed to theWe tow our sailing dinghy in protected cabin top hand rails and weathered a

water but offshore we carry it on the gale with this rig.cabin-top behind the mast. The dinghy My wife and I found it was difficult tois eight feet long, a Dyer clone. We get the dinghy aboard and capsizedcarry it upside down to avoid catching without abrading the cabin top, rail andrainwater boarding seas. The bow dinghy, so we made a sling hoistedrests against the mast, the forward from the main halyard. It had agunwales on supports built up spreader bar between the forward line,from each dorade box, and the after end which was clipped onto the towing eyeis supported by a removable wooden and the after line which held across member stretching between the stainless "D" ring on a closed loop ofdinghy's gunwales and resting on the two-inch webbing, which fit looselyseahood to the companionway hatch, around the after part of the dinghy. WeThis member has cleats on top and would clip on the forward line, slip thebottom which keep the dinghy from loop around the after part of themoving on the crosspiece and the dinghy, hoist the dinghy aboard, thencrosspiece from moving on the seahood, capsize the dinghy, still held in theThe dinghy stern overlaps the sling with the "D" ring sliding aroundcompanionway a few inches but not to the opposite side of the loop. Thenenough to obstruct the passage up and we lowered the dinghy into position. Indown. Our dodger has a forward center time, this seemed difficult. The "D"section that can be unzipped and folded ring was unsatisfactory, it would turnback, so the dinghy stern fits in this sideways, a round ring would have beenvacated of dodger. This worked better. There was considerable frictionwell except that spray sometimes flew between the "D" ring and the loop andthrough the flaps around the dinghy, often as we rotated the dinghy, the "D"When the new dodger was built, we ring would come to the overlappingmade this flap removable with an sewn-splice in the loop and hang upadditional zipper, so that the flap there. It was clearly a two-person job

2O

that couldn't be done by a single of the suspended dinghy is half-hander. Additionally, if the operation capsized with one rail down and onewere carried out while anchored in rail up. One could hoist the dinghy incurrent, it was difficult to keep the this position but not launch it, so theloop in position for hoisting as the rig must be modified.current would push it off the stern; so First, tie a knot in the port stern line,the following rig was devised for located so the knot just bears on theeasier and single-handed dingy port side of the block when the dinghyretrieval and launching, is level athwartships and the slingThe dinghy is hoisted on the main taut. This knot prevents the dinghyhalyard a three-rope sling that from capsizing to starboard as the knotattaches to the dinghy's mid-stem cannot pass through the block. If thetowing eye and to two eye-straps knot is too small, make it larger.secured on the dinghy's stern one on Now measure the distance between theeach quarter. Use the jib halyard if the eye straps and tie an additional linedinghy is to be carried on the foredeck. (diagonal line) to the starboard sternThe main halyard shackle attaches to line that same distance from the blockthe center eye of a bridle that leads or slightly further; use a rolling hitch.downward to a spreader bar which is There is to be another bronze snap inas long as the dinghy or a little longer, the lower end of the diagonal line. SnapThe forward end of the bridle is this snap into the bail of the port snapsecured to the end of the spreader and and bend the diagonal line to it, so ascontinues downward about eight feet to take up all the slack in the diagonalto a bronze snap that clips to the line when the dinghy is suspendedtowing eye. The after portion of the level. The diagonal line runs from thebridle attaches to the after end of the starboard stern line, a few feet below

spreader then is tied to the head of a the block to the port stern line's snap.single block, allowing the block to Now the dinghy is level and stable. Itpivot. Another line (stern line) about cannot capsize to starboard because16 feet long passes through the block the knot in the stern line prevents itand terminates in bronze snaps at each and it cannot capsize to port becauseend, which attach to the eye-straps on the starboard stern line pulls on both

the dinghy's stern. The eye-straps port and starboard eyestraps. When theshould be placed part way down the diagonal line's snap is released, thetransom, roughly even with the dinghy can be manually capsized todinghy's center of gravity. This whole port without much difficulty. After itrig makes a three-cornered sling which is capsized, reattach the diagonal lineholds the dinghy level fore and aft and snap into the same snap as previously,allows it to capsize without releasing it will now be on the opposite hand.or fouling any of the lines, but this rig The dinghy is now stable and capsized.is not stable. The geometry of the rig It can be lowered into place with littleis such that the most stable position difficulty. It is a little confusing to

21

attach the ring to a floating dinghy, but From Don and Gael Steffens, Aurora,

on deck, all lines may be left #124(S) We bring our dinghy on boardconnected. The first few times, the when we sail. We don't want to subjectspreader may foul the standing rigging, it to unneccesary wear and tear, nor dobut this is easily corrected by pulling we want to get into any avoidablethe dinghy further aft. Rather than trouble, for instance with a followingsecuring the snaps and block with sea. We carry it upside down lashed onknots, splices would be more secure. I the foredeck unless we are making asuggest the lines by 1/4" three-strand passage. Then we deflate the Avon andrope. I used the aluminum tubing store it aft the mast. (The liferaftspreader the first rig, but it was stows on the companionway cover.)too short, so I added a piece of PVC We attached two eyebolts in thepipe of slightly larger diameter to stern of the dinghy and spliced twoextend the length. The tubing is held snap shackles each to a pair of lines ininside the pipe by a removable fastpin which we had created eyes in thethat fits through holes drilled into the middle. We attached one of these linestubing and pipe. This allows a to each side of the dinghy, clippingcollapsible spreader which is easier to onto the eyebolt on each side and to thestow. It is carried on deck beside the foremost handle of the dinghy.dinghy with the 2-part mast and boom. When we want to bring the dinghy

This rig allows me to launch and onboard, we attach the spinnakerretrieve dinghy single-handedly halyard to the eyes and winch it up. It'swith little difficulty, easier with two, but can be done alone.

heleesDick Weaver, lxchel, #75(K) On thickness and strength, but inboardstrengthening the shelves above the edge tapers so the top of the shelf is aberth in the forward compartment in flatter surface. I sawed and chippedorder to support the forward topsides away the lowest inch of each of thebetter, battens fastened to the upper portion

I removed the plywood ceiling of topside to make room for anothercovering topsides, port and layer of plywood on top of thestarboard. I inserted epoxy glue as best shelf.Then I took a piece of commonI could using a caulking gun into the exterior-grade 3/4-inch plywood andcrack in the starboard shelf. Then I made a sister of each shelf, shaped onused a disk sander to smooth the top the outer surface to conform to thesurface of each shelf,which tapered bevel and shape of the topside and widethe fiberglass roving which bonds the enough so the inboard edge aligns withshelf to the topside.The outboard the existing shelf. I glued the originalportion of the roving remains full shelf and its sister together with

2Z

epoxy glue, then applied fiberglass epoxy, the Formica covering the glueroving set in epoxy resin to the joint of area must be removed, which is notthe sister shelf and the topside, difficult with a chisel.Outline the areaoverlapping about 4 inches on each. I with chisel cuts,and the Formicanow had a shelf twice the thickness of comes off easily. The cleats were thenthe and bonded to the topside through-bolted through the shelves.by two layers of roving with a layer of The shelf lip is an importantcloth on the bottom, strengthening member. Now that the

It is important to anchor the shelf shelf is twice as thick,there is twicefore and aft so it cannot rotate.This is as much area to screw fastenings into

probably more important than to secure the lip. The lip must bestrengthening annintact shelf. The removable so the plywood ceiling canoriginal construction fixed the shelf be removed. Both port and starboardwith one or two wood screws driven lips came completely adrift during thethrough the bulkhead into the edge of bash to P,owaytan. I used much longerthe shelf. In time, these came loose. I screws than original and drove a rowmade wooden cleats for the forward into both the original shelf and theand after end of theshelves, both above sister addition. The shelf is now very

and below the shelf. These were epoxy secure and should support the topsideglued and bolted to the bulkheads fore better.and aft. To get a good bond with the

Questions & Answers

John A. Kremski, Solution, #88 (K) Calvin A. Landau, Jr., Spring Tide,I'm considering adding some davits on #118 (C) I truly enjoy readingthe transom and would like to get in Seawords and have felt fortunate thattouch with anyone who has done this. most of the problems encountered byTemple Bayliss, Plainsong, #32 (K) others have not troubled my boat.What would cause the sea water side However, I do have two serious (?)of the cooling system to stop up problems, which I have not readupstream of the sea-strainer? I can anything about.blow out the obstruction, but it comes A multitude of small (nickel sized)back after I have been sailing around blisters covering the entire hull. Thesefor a bit. I have removed the slotted were there when I bought the boat inoutboard fitting and probed up to the 1989 and have not changed since. Thestrainer without finding anything, former owner said they were there

What is the best penetrating when he bought the boat four yearslubricant free frozen seacocks, earlier. I do not haul and paint, but IShould these be regreased every have a diver clean the hull every month.season? He has noticed no difference. There is

2_

no sign of delamination. The condition situation whenever the boat is hauled.seems to have stabilized. Any similar We would suggest checking first toreports or advice? determine hardness of blisters and if

The other problem is dry rot at the any liquid is oozing from them. If all isaft end of the bowsprit. As you know, firm and stable - let them go. The bigthe bowsprit is assembled of boards repair job can be put off for anotherlaid on edge. All of the boards are not time. There are several temporary andaffected. Of course, the proper remedy cosmetic repair jobs you can dois to replace the entire assembly, yourself to reduce furtherHowever a simple solution would be to deterioration, but you will have to

remove the bad wood and fill with an meticulously prepare a smooth hullepoxy mixture. There is a ring of bolts bottom before you start. All the goodnear the stem, which apparently hold bottom paint companies havethe in place and may or may instructions for jobs like that.not transfer compressive load from the Personally, I think your bowsprintrigging to the deck. This solution would problem is more serious and I'd startprobably pick up compressive load as looking at the possibility of a fullrequired. Unfortunately, this detail is replacement.an invitation to rot. Any similar Darryl Forrester, Seawind II, Hullreports? #4(K) For other Westerbeke 30 owners:

Don Steffens, Aurora, #124 (S) We Where do you get new air filters? Thehad similar concerns when we bought old FRAM 12 is no longer being made;Aurora back in 1985. There were many my last three were fromsmall blisters scattered over the hull Westerbeke,but because of theon both sides, but they appeared too elliptical configuration and lowsmall to be of concern. Over the years demand, I wonder how long they willwe have watched carefully to see if continue them? Also has anyonetheir size was changing or if they were experimented with adding a Diesel fuelbecoming softer. So far, the news is pump to make priming after fuel filtergood. They remain small and very hard. changes less painful?We do not believe it's a problem atpresent but continue to monitor the

24

The Ditty BagNew Seawind II Owners

Welcome Aboard

Robert J. Furlong, Inspiration, #95 Spirit. Our hailing port will be(K) I am enjoying my boat very much Eastham, MA.and I have received compliments from Spirit is a move up for us from our

my mooring mates on her condition and 28' Albin Cumulus sloop, Trysnes--abeauty. She has proved to be a very wonderful, handy boat that treated us

dependable and sturdily built craft. My well. But we found ourselves pushingwife and I are thankful that we did not beyond her safe limits increasingly as

experience any difficulties with her in we gained more confidence, got moreour first full season of ownership. This ambitious and ventured farther afieldsummer we sailed mostly on the in heavier weather. Adding three feet

weekends, but I did engage in some of LWL and doubling displacement with

midweek racing in Little Neck Bay. Spirit, confident in Tom Gillmer'sWith a few knots of wind she will do offshore design, we think that the

about six knots of speed, but last fall limits will be ours alone, not

she pegged eight on the knot meter ourboat's. Now, there's a challenge!

while running in a 20-knot wind. With I met the Royals in Annapolis at thetwo small children, Kathy and I were closing and look forward to staying in

not up for making any cruises this touch with them as we go about

year, but we may give it a go next refitting Spirit for ocean voyaging.summer. I'II let you know how things We'll begin by rebedding deck hardwareturn out. and refinishing the bottom before

Tim Buckley, Spirit, #119 (C)I'm relaunching in June and sailing Spirit

delighted to report that my wife, from the Chesapeake to our mooring inJorunn Jacobsen Buckley, and I have Chatham's Stage Harbor on Cape Cod.now purchased Doug and Betty Royals' We're planning a five-week cruise from

SWll 11 9C, Syrinx.. the Cape to Penobscot Bay and pointsThe boat has been kept in immaculate east in July and August, hoping that

condition, and it will be a real about two year's work and "freedom

challenge to live up to the Royals' high chip" saving will do to prep Spirit andstandards ofmaintenance--a challenge us to farther-flung adventures.

that we'll very happily do our best to The back issues of the newsletter

meet. As the Royals reserved the name that you sent in the fall have already

Syrinx, Jorunn and I have renamed 119C proven invaluable, and I'm sure thatwe'll appreciate the wealth of how-to

2S

information that they contain more and number of no-discharge areas) and somore as we get into the work we plan, on.which includes many items well- So our thanks to you, the Royals, andcovered in past newsletters: rebedding newsletter contributors: all have madethe rub rail, cutting an access hatch to it possible for us to enter this newthe forward bilge, doing something phase of our cruising live withabout the Lectrasan ( a holding tank confidence and a feeling of realreally seems a must for coastal support.cruising today with the increasing

The Gillmers Come to Call

Don & Gael Steffens, Aurora,#I24 (S) As we got up to leave, we asked if

We were delighted and truly honored Tom and Annie would like to visitlast October to meet and visit Tom Aurora, which was anchored just off

Gillmer at his home in Annapolis, their dock. The invitation was quicklyMary.and. Over the years we had accepted, and within minutes we fourexchanged a few letters on the were on board with the two of ussubjects of repairs and modifications showing off our boat to two pairs ofto our Seawind II, Aurora, and Tom the most critical eyes ever to view heralways closed his notes with a lines.gracious invitattion, "Stop by our dock Tom poked about respectfully,in Annapolis." quietly examining a multitude of little

Last year, just after the Annapolis things we hoped would meet with hisSailboat we did just that, approval. It was thrilling for us andvisiting Tom and his gracious, fun, we hoped, for him. We continuedcharming wife, Annie. Seated our shoreside discussion of sails andcomfortably in the living room, settings, leads and fittings. As theyoverlooking the water, we talked of prepared to leave, we asked Tom toSeawinds and Southern Crosses and of sign our guest log. He agreed and wrote

coasters and dinghies. We explored a few words down, and we dinghieddesigns and new plans, including a back to shore.special one of his own, a new, small It was several hours later before wecruising sailboat with classic, yet returned to our boat for the evening. Asfamiliar, lines.. It is to be Tom soon as we went below, we opened theGillmer's own little boat. We log to see what Tom had written.

exchanged opinions on a variety of "Nice boat!" he wrote. And signed it,subjects and were pleasantly surprised "Tom Gillmer."to discover we had spent over an hour We both grinned--we had passedin good conversation, inspection.

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Gains & Sailing Plans

FTvmAmerican Heritage Diaionary: Gam: l. A school or herd of whales. 2. A social visit or

friendly conversation, especially' between whalers at sea. To come together socialh'; to visit,especially while at sea. To visit with. To spend (time) in visiting. [Perhaps short forGAMMON deceptive talk).]

From Charles F. McFadden, Odorilla, family on the eastern end of Long#45 (K) I am interested in gams this Island. Then we hope to sail throughsummer, but I don't know yet where I the Cape Cod Canal to visit a friend inwill be, maybe down here in Florida or South Wellfleet before heading intomaybe in the Chesapeake. Please keep new waters for us. We expect to leaveme posted about plans. Aurora in Maine next winter. If anyoneFrom Don and Gael Steffens, Aurora, has any suggestions or is heading our#124 (S) In early May we expect to way, we would enjoy hearing from you.leave Atlantic Yacht Basin in Jorunn &Tim Buckley, Spirit, #119

Chesapeake, Virginia and head for Expect to sail from the Chesapeake toAnnapolis where we will install Radar our mooring in Chatham's Stage Harborand a heater in anticipation of sailing on Cape Cod. We're planning a five-the coast of Maine during July, August week cruise from the Cape to

and part of September. Weather Penobscot Bay and points east in Julypermitting, we may sail from Cape May and August.directly for Block Island and visit

On Cruising & Fond Memories

Allen Pierson, P. O. Box 1944, Fort Collins, CO, 80522 In Miami this Januaryafter a Caribbean cruise on a 70,000 tonner, was able to contact Ray Rodriguez,who had boat Rollin' Home #97 (C), now Chubasco, Oct. 93. I did visit the old boatwith Ray's son and daughter at the Coral Gables Sailing Club and the boat lookedgreat as I remembered.

Interestingly enough, I also visited with one of the owners of "BluewaterBooks" in Fort Lauderdale, who had cruised their Seawind II in the past but now

have a powerboat. It is a wonderful store and they remarked about seeingChubasco in the marina in Miami and how they still admire her lines.

Helen & Fred H. Myers, new address 25270 Roland Lane, Punta Gorda, FL33955, 941/575-7860. Former owners, #5(K) Just a note to give you someinformation changes. First, Fred and I made our move to Florida. An almostequally big change is that we have just sold our Seawind II Summerwind and last

27

report is that she safely arrived in her new home port of Miami. The new ownersare Lillian G. and Carlos Zalacain, 4140 SW 60th Court, Miami, FI 331 55.

We have almost no other info other than that new owner elected not to keep thedocumentation. If anyone you know is keeping a record of the list and sale price,we would not mind giving them this information along with other particulars.

In the meantime, we still have a little 19' Starcraft and am waiting for theheat to abate somewhat before venturing out on the water and learning how tofish Florida style.George & Lynne Lewis, Origo III, #93 (K) Lynne and I have loved our 20,000miles on old Origo III, and it's been wonderful. We spent the entire summer toSeptember 15th in the North Channel of Georgian Bay in 1993. Installedrefrigeration, a Groco deckwash pump (for the chain -- muddy bottom up there)and truly had the cruise of our lives.

Needless to say it has been an interesting time since 1979 when we pickedOrigo III up from the boatworks in Catskill. Right now the dear old girl is up forsale, with Interyacht brokers, so we shall see ....John A. Kremski, Jr., Solution, #88 (K) In the past year that I have ownedSolution, l've spent a number of weekends cruising Pine Island Sound, as well asa Fort Myers-Dry Tortugas-Key West-Marathon trip and another trip north toLongboat Key. This working for a living always gets in the way of having fun.Iohn McVey, #35 (K) We still have our boat berthed at Monterey, California andsad to say the boat has become our residence in that city since we very seldommove the boat.

We did live on the boat for four years and during that time we were on amooring. It was an interesting time. Some of the locals thought we werecertifiable and others knew we were.I wish to thank you for the many years ofservice that you have rendered to all the Seawind II owners and associates.

From the Members about Membership

Dick Manuel, Mermaid, #50 (K) they support it or not, I believerecently inquired about dropping non- Seawords is read and of some use todues contributing members from the most and continuing reading maymailing list of Sea_ords. This is a promote class interest and unity. Igroup decision, so let's hear from you. think some owners appreciate it, butDick Weaver, Ixchel, #75(K) Regarding believe the suggested donation is morethe question of whether we should than it is worth to them. All our boatsprune the Seawords mailing list to are getting older and as a group, weeliminate who do not donate owners comprise a less affluent groupfinancially, I would vote to keep all of yachtsmen, who may be sensitive toknown boat owners on the list. Whether the expense of donations. Of course the

2_

more contributions, the less expense the Seawind. It helped me achieve a

for all. Any means to effect economy perspective on the boat that I had not

may reduce the size of the requested developed. I enjoyed reading the

donations and thereby increase the accounts of other people's experiences

percentage of donors. Enclosed is a and the various steps that they took to

check for $1 5. Editors' note: The majority upgrade their boats; John H. McVey -of letters received included donations or To me the Seawords is worth my

membership renewals. We trimmed some of investment. Just reading about the

the letters to the relevant information, but experiences of the group and theirinclude here some of the comments we ideas about how they improve theirthought you'd enjoy, vessels is invaluable information. EdBob & Georgi Samuelson - We itors' note: This last was addressed to Dickcertainly wish to support the Manuel as were all the letters. We

Associaton and the newsletter, as we wholeheartedly second John McVey's

have found them extremely useful in gratitude to Dick Manuel for giving all

learning about our new boat!; Robert J. $eawind II owners what amounts to a

Furlong - Thank you for sending me the continually updated Owners Manual

very informative newsletters on

Contributors to this issue of SeaJvords, The Log of Seawinds II OwnersTemple Bayliss, Plainsong, #32 (K) 1114 Dover Road, Manakin-Sab0t, VA 23103 Tim Buckley,Spirit, #119 ©, P. O. Box 1053, Eastham, MA02642, 508/255-8162; tbuckley@umbsky.cc.umb.eduDon & Brenda Bundy, Talisman, //129 (K), 4913 Forestay, New Port Richey, FL 34652,81 3/848-41 88 Paula & Tim Colwell, Nirvana, #84(K) Mailingaddress: 60 Canterbury Court,Orange Park, FL 32065 Edward Dimock, Ca_lot, #1K 42 MountainView Avenue, Avon, CT06001 ;203/678-0470 Darryl Forrester, Seawind II, #4 (K), 59 Church Street, Charleston, SC29401,803-723-5645 h; 803/722-2041 Bertrand de Frondeville, Pianissimo, #80 (K),19 Hook Road,Rye, NY 10580 Robert J. Furlong, Inspiration, #95 (K), 134 Prospect Avenue, Douglaston, NY,11363 John A. Kremski, Jr. Solution, #88 (K), 1801 Brantley Road #1316, Fort Myers, FL33907, 823/277-9352 (evening) 823/332-6788 (daytime) George & Lyl_ne Lewis, Origo III,#93 (K) 3602 St. Clair Highway, china Township, MI 48054 Dick Manuel, Mermaid, #50 (K), 62Brander Parkway, P. O. Box 422, Shelter Island Heights, NY 11965-0422 Charles F. McFadden,Odofilla, #45 (K), 2709 Golf Lake Circle #1523, Melbourne, FI, 32935, 407/752-4846 Helen &Fred H. Myers, new address25270 RolandLane, Punta Gorda,FL 33955, 941/575-7860, formerowners #5K Dee & Walt Neibel, Bernadine. #98 (K), 108 Glenwood Drive, Washington Crossing, PA18977 Allen Pierson, P. O. Box 1944, Fort Collins, CO, 80522 Bob & Georgi S_nuelson, Flicka,#38 (K), 101 BW McKnight Wy. #100, Grass Valley, CA 95949 Don & Gael Steffens, Aurora,#124(S), 915 Tropic Drive, Vero Beach,FI 32963 Dick Weaver, Ixchel, #75 (K),1332 PasadenaAvenueSouth, South Pasadena,FL 33707-3747

Our new logoOur new masthead logo is the clever creation of J Michael Skinner, #37(K). Isn'tit terrific? Many thanks, Michael. It's an honor to be the first to use it. Don &

Gael Steffens, Aurora, #1 24 (S), Edition Editors

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Special Topics for the Next Issueof Seawords, The Log of Seawind H Owners

Any and all matters electrical, including solar panels, battery

banks, wind generators, alternators and grounding; Lightning

protection and experiences; Insurance for older boats; Survey

findings; Radar

These are just suggestions. If you want to write about something else, that'sfine. If you want to hear from others about a topic, let us know, and we willsound the callY

In the meantime, spring is here--let's go sailing!

About Your Next Issue

Seawords, The Log of Seawind II Owners, is your publication. You makeit what it is through your contributions. If you have questions about your boat orsolutions have found that work to your satisfaction, send them in. After all,we're all in the same boat!

Send all submissions and correspondence to Dick Manuel

#50(K), O. Box 422, Shelter Island Heights, NY 11965-0422

Telephone: 51 6/749-8964.

If you are sending material that you've put into a computer, send a disk alongwith the hard copy. Let us know on the hard copy what program and whatcomputer you're using, and maybe we won't have to keyboard it again.

That's All Folks!!

It was great fun putting this issue together. We sincerely hope you enjoy it. AsDick Weaver, as editor of the last issue, said, "What is written here representsthe best opinion of the author, but it is only an opinion. Read critically." Don &Gael Steffens, Aurora, #124 (S)

The Ship's ChandleryWants to Buy

Temple Bayliss, Plainsong, #32 (K) 1114 Dover Road, Manakin-Sabot, VA 23103,804/784-5213: Second-hand working jib.

For Sale

Jerry Leibell, Tosco, #123 (K) 25 Berkeley Terrace, Livingston, NJ, 07039-3921,201/487-0369:4 I/4 oz 160 Hood furling Genoa, plenty of life leftin itwith built-in sun cover. Cost $2200--asking $450. Hood conventional main,

good shape. Asking $350. Bronze 3-blade, 16" fixed propeller. 40# Danforth stormanchor. Custom-made canvas boatcover, zipped in 3 sections with zipperedentrance door and sewn-in sleeves for docking lines, excellent condition, Cost$2,000--asking $475. Metal frame with full set of Kalvar Klamps. $I 50. Autohelm3000 auto pilot $360. Larry & Judi Fransen, Voyager, #105 (K) 410/573-1970:Galerider--never used. Tom Hails, Princess, Allied Princess #I 15. Lock Masters,

P.O. Box 2532, Panama City, FL, 32402-2532,904/230-9930 Fax 904/235-7658.Tom sent in a check for $25 with a note that he and Patricia Stovall are buildingup their cruising kitty by selling all kinds of locks as wells as leadlines.

Sea Mk H Boats of_o_r__Sale(as of 15 March 1996)$ail#/Rig* Owner's Name Phone Number012K Karen Thompson 614/863-8965016K Keith London 718/762-4372

027K Victor Jesenitsching 516/666-5151031K Norma & Jim Steenson 813/445-9416058K Marlene & Dick Schaefer 508/420-0421

067K Howard Hering 301/942-911 3070C Gerry & Rosemary Light 919/636-3784081C Verne & Mary luppa 71 6/244-6340085K Stephen Busch 203/847-4747086S Dave Neth 21 6/572-0226

087K Robert Halpern 516/754-0540091K Sharon (Langton) Raecle 71 3/:334-6650092C C. Roger Bell** 410/268-6549093K George & Lynne Lewis*** 810/329-6833105K Larry & Judi Fransen 410/573-1970

* Rig: K/ketch, C/cutter, S/sloop** Boat is in Hartge Boat Yard, Galesville, MD.

*** New address: 3602 St. Clair Hwy., China Twnship., MI 48054