Tradewinds Sailing Blog

Someone asked me once where I get the ideas for the skipper’s tips.  My answer was, “watching the docks.”  If you watch, it doesn’t take long to see something tip worthy.  On any Saturday you will see at least one instance were someone has to fend of from the dock, another boat, or a concrete post.  Generally body parts are used for the purpose.  Once in awhile a boat hook will be placed into service.  Neither is a good idea.  Body parts break and boat hooks are not at all secure.  Here is a better way!

Part of the Tradewinds pre-cruise check list is to verify the location and number of fenders.  Don’t check that item off the list until you have placed one fender “at the ready.”  What’s that mean?  Remove it from the lazarette or untie it from the stern pulpit so that it can be placed into service as a roving fender without delay.  Never depart a slip, begin a docking, or operate in close quarters without having a fender ready to fend off in the event of a mishap.  I assure you, sooner of later you are going to need it!

Kind of a strange way to start a conversation, however, that’s just what happened the other day.

It seems a club member was missing.  He had left the house the previous morning for a day sail.  He called in that afternoon indicating they were having some engine problems, his cellphone was almost dead, and he would be calling the Coast Guard.  That was the last she had heard and his phone was going straight to voice mail.  Needless to say, she was quite worried.  To compound the problem, she did not know who he was sailing with, where they were sailing from, the name of the boat, or their destination.  She had no idea where to even start so she called the Coast Guard and Tradewinds hoping we could tell her what was going on.  We couldn’t tell her (or the Coast Guard officer who called later), because he wasn’t on one of our boats.

In this case, there was a happy ending.  He was sailing with a friend on a boat that isn’t part of the Tradewinds fleet.  The boat did have motor problems, however, they were able to make it to a marina where they spent the night.  The boat was repaired the following day and they make it back to their home marina.  Unfortunately, because his cell phone was dead he wasn’t able to contact her with an update.

Much of her concern would have been eliminated had he filed a float plan with her before leaving.  If you aren’t sure what information is required, there is a great example of a float plan on the Tradewinds website.  It can be completed online, saved as a PDF file, and left where a concerned person can find it.

During the Advanced Coastal Cruising class, a float plan is required.  Anytime a Tradewinds boat goes outside the gate, a float plan is required.  Tradewinds does not require a float plan in any other circumstances, however, common sense does.  Never leave the dock without filing a plan with your loved ones.  At a minimum, include the following information:

• Vessel name and description
• Skipper’s name and contact info (including the skipper’s emergency contact person and contact info is also a great idea)
• Crew members names and contact info
• When are you leaving
• Where are you going
• Planned stops along the way
• When will you return
• Any backup plans you might have

One more thought.  I know where I am and that everything is OK … my loved ones don’t, so any time I leave the dock, I have in my possession a satellite based GPS tracking tool. I can use it to check in when out of cell phone range.  With it, I’m able to send a simple message to let my wife know I’m OK, and what my exact Latitude and Longitude are.  Using it has greatly reduced my wife’s worry when I am out enjoying this great sport.

Note from Matt: Here is a link to a fillable .pdf float plan from the USCG Auxiliary: http://floatplancentral.cgaux.org – along with instructions! Fill it out, download the completed document, and email it to someone who will want to know your whereabouts if you are late!

I recently received an email question from a member who was planning on taking guests out over night during a cold spell. The Q&A seemed blog worthy, so here it is with minor editing to protect the guilty!

Hi Matt,

I am taking Aquamarine for an overnight this weekend with another couple. They just emailed me to ask me what the heating situation will be (an apt question, given the below-freezing temperature expected). My response was – warm clothes, warm covers, and someone to snuggle.

But that got me thinking – does Tradewinds have a recommendation on boat heating? What I have in mind, in particular, is a technique that a friend uses – **edited out so as not to give anyone a bad idea**. “A” for creativity, but highly suspect when it comes to safety or effectiveness.

What would be your recommendation?

I.

Hello I.,

One of our boats actually has a diesel heater, so it is an option when you have your own boat as well.

Electric heaters will work fine if you are overnight at a dock with AC power available, and we have heaters available to check out in locker #1 behind the office. Don’t try it on the boat’s inverter, however – only if you are actually plugged into shore power! Also be careful where you place them, I’ve seen damaged wood and upholstery.

As far as using propane on the boat (stove, oven), there are multiple reasons I would not be a fan. One is safety. Another is that we don’t charge members for propane, we just take the tanks and fill them. If I learned people were using the stoves as heaters, I’d probably have to implement a way to do that.

On the safety side, propane is heavier than air. Never leave it on without someone watching it. If there is a leak, or if the flame goes out with the burner on, it will fill the boat from the bottom up. Sleeping people will breathe it and die, and if anything should spark (automatic bilge pump coming on), boom!

Warm clothes and sleeping bags is the best bet. I wouldn’t be opposed to a small camping heater with its own small propane supply, I think Coleman makes something like that. Of course it should only be on when people are awake, and you have to careful where you place it so the heat doesn’t damage varnished wood or cloth surfaces, etc.

I think you’ll also find that a closed boat with 4 people on board warms up pretty well. By early morning, you may be cracking your cabin window to get some cool air.

Hope that helps!

-Matt K

Matt,  My partner Dena and I took courses at Tradewinds this past summer, to prepare for a bareboat charter in Greece in September.  Dena took the Basic Keelboat to increase her comfort level as first mate.  I took exams for BKB, Coastal Cruising and Bareboat, in addition to a day on the water to challenge in for Bareboat, to get my international proficiency certificate.  If you would like to post our photos and a brief story, here is my submission: 

Lee and Dena

Lee Jones and Dena King enjoyed a week long bareboat charter with The Moorings out of Lefkas, Greece in September, thanks in part to courses taken at Tradewinds this past summer.  Dena thanks Steve Damm for getting her through Basic Keelboat , where her days on the Bay in 20+ knots in Capri 22’s more than prepared her for the Ionian Sea on a Beneteau 43.  Lee thanks Tony Medunic for the practice Med mooring approaches in the Richmond inner harbor in 22 knots of wind, where maneuvering astern in tight quarters is a daily event in Greek sailing.  The Ionian Sea offers short passages between the islands of Lefkada, Ithaca, Kefalonia and others, with many small harbor towns offering great food and entertainment ashore 

Thanks to Steve, Tony and your staff for providing great sailing experiences that helped us make this sailing trip a fun adventure in the Mediterranean.

 Lee Jones

I am always amazed at how often a small error committed on a sailboat results in major difficulties.

Correct Lead

Incorrect Lead – The Dock Line May Jam!

A couple of weeks ago, while crewing for another skipper, I was assigned the task of releasing the bow line in preparation for departure.  Unfortunately, the cleat hitch had been set up incorrectly.  Instead of leading the line to the shoulder of the cleat furthest from the origination of the line, the hitch was put on from the closest shoulder.  It was then wrapped all the way around the cleat before the “crossing” turns were put on.   The net result was two lines trying to occupy the same limited space under the cleat and jamming against one another.  The line was jammed so badly the line needed to be cut to release it.  In this case, not a major difficulty, just an expensive dock line needing replacement.  What would the result have been if that line needed to be released in a hurry because of an emergency?

About two in the morning, while on a broad reach in 25-30 knots of wind, a jib sheet pulled itself out of the self tailing jaws, unwound itself from the winch and went flying, right through the jib track fair lead, stopper knot and all, and into a nasty tangle at the clew of the jib.  We were not able to untangle the mess at night on a pitching deck.  Fortunately, we were able to furl the jib and sail the rest of the way to Monterey on mainsail alone.  The crew member responsible learned a valuable lesson that day.  Two wraps on a winch are not enough on any boat bigger than 25 feet!  We were on a 43 foot boat with winches designed for four wraps.  Anything less was dangerous!  As I reflect on that incident, I realize how lucky we were.  The sheet went straight forward.  It could easily have whipped across the cockpit instead.

Ever seen what happens if you let go of a steering wheel while going astern?  Broken steering cables, steering quadrants torn from their mounts, and rudder posts broken loose from the rudder are all possible results.  All problems that are major and easily prevented by keeping one hand on the wheel at all times.

This one caught me by surprise.  Actually, it’s not one, it was three!  Three times in the past two weeks the shore power on a Tradewinds boat has been plugged in incorrectly.  Two of them the same day!  This picture captures the result of those two.  Apparently, instead of being plugged in properly, the plug was rotated one third of the way around and “forced” into the socket.  In each case, the “Reverse Polarity” light was lit, indicating a problem, and in each case it was either not seen or ignored.  Fortunately, the problem was found before the boats caught fire, however, as you can see, it wasn’t far from happening.  The right way begins with disconnecting properly.  Start by locating the boat’s Reverse Polarity light.  If there is one, it should be near the AC Main switch.  Turn off the boat’s AC Main switch.  Turn off the AC power at the dock box.  It is now safe to disconnect the shore power cord.  To connect to shore power reverse the above sequence.  Plug the shore power cord into the boat (and the shore power box if needed).  Both AC switches, boat and shore, must be in the off position while these connections are made.  Turn on the switch at the shore power box.  Last, turn on the boat’s AC Main switch.  As you do so, make sure the Reverse Polarity light does not light up.  If it does, immediately turn the boat AC Main switch off and recheck all connections.  If the problem continues, DO NOT hook up to shore power, and notify the Tradewinds staff immediately.

When I first started at Tradewinds I wondered why, and maybe was a bit irritated by how anal the instructors were about the little things that couldn’t possibly be that big of deal.  Now I understand.  Attention to detail on the little things can and does save lives and equipment.