Skipper’s Tip – Observation

Posted on April 8, 2013 by TW-Matt

Notice the physical manifestations of the numbers you find in your tide book and weather forecast. Is the flag blowing lazily or vigorously? Did your barometer fall and rise again as the weather front came through? Did you see “mackerel skies and mares’ tails”? Was the ramp down to D-Dock steep? How far was the water below the bathtub ring at Marina Bay? Was there a new, quarter, or full moon (check the left column of the tide tables)? What direction does the wake flow from a buoy or beacon?

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Wind Speed

Posted on April 1, 2013 by Tony Johnson

How hard is it blowing? I once used the phrase “it’s blowing like snot” in the presence of a Chesapeake sailor, who was horrified. He much preferred “blowing like spit.” Bay area sailors will have heard it said that it was “nuclear” in the slot. But one person’s nuclear is another’s nice breeze. No scientific rigor here.

As a skipper, all you really need to know is whether the boat is overpowered. Yet on tender boats this may happen at 12 knots, while a stiff boat will stand up in 20. Weather researchers need a more objective standard to eliminate subjective impressions.

Anemometers were conceived as early as da Vinci. In 1805, Francis Beaufort of the Royal Navy supervised the adoption of the mariner’s eponymous, commonly used scale of “forces” based on the sails of a British Man Of War. At zero, all sails are up; at six, half have been furled; at force twelve, no canvas sail could withstand the wind. That makes perfect sense, if you happen to sail a square rigger with canvas sails.

I’d like to report that Beaufort’s scale settled the matter, but no. First off, while sailors of the British Commonwealth insist on using it—with some haughtiness, I might say, although it has to be admitted it carries a fine, salty ring—it is less common in the US. Secondly, there is no international agreement on what the top end is; Taiwan and China take it up to 17. Thirdly, the scale refers to descriptions of corresponding sea states that are more relative than we might like. For example, our common summer “small craft advisory” will be issued at force 6-7, which translates to about 22-33 knots. The Beaufort scale calls for seas of 9-19 feet to go with this wind. Anyone ever seen that in the slot? The reason is of course that there are at least two other variables that dictate wave height besides wind velocity, namely, fetch and duration. In our protected Bay, there is never enough fetch and rarely enough time to generate such seas.

I like using the Beaufort scale, because no one knows what it means. “We were seeing Force 5 out there” is more inscrutable than, “it was blowing 18.” But still, my favorites from hallowed nautical literary tradition are “blowing like stink on a skunk,” “blowing great guns and small arms,” and “blowing old boots.”

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ADVENTURES IN BOCAS DEL TORO, PANAMA

Posted on March 26, 2013 by TW-Matt

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ADVENTURES IN BOCAS DEL TORO, PANAMA

by Renee Vinyard

I am excited to write about my cruise aboard the “Finisterre” with TW instructor Mike Heath and his wife Kay.  I flew to Panama City (PC) with my friend Tom in late January.  We visited the very impressive Panama Canal and marveled at the wealth and beauty of this Pacific Ocean-side city but were also surprised by the poverty that still lingers in the older parts of town.  We ate some great food and stayed in old military housing built for the American Officers and canal workers.

After a couple days we took the one-hour flight from PC to Bocas Del Toro on Isla Colon.   My luggage didn’t arrive with us, but was delivered the next morning to the Red Frog Marina at Isla Bastiamentos near our first anchorage.

We had many unique experiences while   anchoring off the outer islands in the area of Bocas, such as listening to the sound of shrimp eating on the bottom of the boat at night and having pizza cooked in a cob oven while watching the Super Bowl at a remote island bar called Los Secretos.23

Snorkeling was very good with beautiful coral and colorful fish.  Tom and I had never snorkeled in Mangroves before. We saw the largest Brain Coral we had ever seen in the Zapatillas islands. We are planning a trip to the Maldives next so I booked a Luxury accommodation in the Maldives, Naladhu Private Island Maldives.

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THE BAT CAVE:     If ever you travel to Isla Bastiamentos, Panama be sure to go on the Bat Cave tour.   It cost each of us $8 (plus a well-deserved tip).  It was one of the highlights of our vacation.   We were met at a child laden wooden dock and loaded into a traditional Nogobe dugout canoe called a “cayuco.”

The cayuco leaked through a number of small holes and the a manual bilge pump. The5 creek or quebrada would rise with heavy morning rains, but today the level was perfect for the huge cayuco.  We traveled first through mangroves up into the lush, fertile jungle.  Half a mile upstream in we entered a diverse for noisy kingfisher deftly following the twists and turns.  We also glimpsed the Montezuma Oropendola.

We arrived at the wooden dock; climbed out finca for growing cacao and bananas.  With6 his great use of clear Spanish and enthusiasm there was no barrier to understanding him with our minimal language abilities.

Mike & Kay with Nogobe Children

Mike & Kay with Nogobe Children

We wore water shoes and   traipsed into the mud, aided by well-designed low tech structures such as rounds cut from a huge tree and a bridge made of vertical poles for hand  holds that held three logs close together to form a walkway or la Puente-bridge.  Off we went into the jungle to the “Bat Cave”

.The cave was beautiful with stalactites and stalagmites. At times I was up to my neck in cool clean water.  The bats flew around us never making contact.  There was no odor or significant amounts of bat guano in our paths.   We could see well as we were all wearing headlamps.  At the back of the long snaking cave was a waterfall into a dark rocky room.  I loved rinsing my hair in the waterfall.   There was no touching bottom near the waterfall. Needless to say we all felt washed off and refreshed as we entered back into the jungle for our cayuco ride back.

Zapatillas Islands

Zapatillas Islands

Young Mangroves

Young Mangroves

*** Mike and Kay have been traveling since October 2012 in the Caribbean, on Finisterre.  In prior years they have spent many months sailing in the Pacific and Caribbean.   I know them from our small town in Northern California, Ukiah. They were great host and I feel very happy that we are friends!

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Skipper’s Tip – Boat Handling Under Power (Part I)

Posted on March 18, 2013 by TW-Matt

– By Tradewinds instructor Don Gilzean

I think the single most embarrassing time I ever experienced (yes, I have had a few) on a sailboat was turning a 27’ boat sideways in a slip at Angel Island.  I was brand new to sailing and managed to get out of that one without damage to anything but my pride.  To this day, I am thankful the owner of the very nice, very new, very big boat next to me, was on board his boat, knew how to fend off, and did not have any heart problems.   The experience had one major positive effect; it encouraged me to gain a better understanding of how and why a boat works under power.

This is the first of two or three Skipper’s Tips on the topic of Boat Handling Under Power.  In them, you will find a lot of theory; however, I promise that if you hang in, there will be some practical exercises along the way.  I also promise that if you take the time to do the exercises your will learn an unbelievable amount about docking and motoring, if you take the time to do them, and keep very  good notes about the results.

So, to get started, there are a multitude of forces acting upon a boat.  In these tips, we are going to look at six of them, and how to use them to improve your docking and motoring skills.  The six are Wind, Current, Momentum, Inertia, Current Discharge (prop wash) and Unequal Blade Thrust (prop walk).  Part I looks at the first four, leaving “the propeller” as a separate topic.

Wind & Current

By the time you graduate from BKB, hopefully you have a pretty good idea of what wind and current are going to do to your boat.  Assuming there is nothing else preventing it, you will pretty much move with the current.  The wind blows you to leeward with the bow moving faster to leeward than the stern.  How much faster?  Every boat is different.  Try this sometime.

With 10 or 15 knots of wind coming from the SW, tie up on the leeward side of the D Dock pump out station.  Instead of motoring off of the dock, cast of your dock lines, and let the boat drift away.  How fast are you moving?  How fast is the boat turning down wind?  Now, ask yourself how you could stop that turn from happening.  Here are a couple of hints … a line on the bow will control how fast and how far the bow moves … or some “discharge current” (a bit later in the tip) might work.  At what point do you have enough speed to give you rudder control?

Now head directly into that same wind at 1 knot of boat speed.  Shift into neutral and coast to a stop.  Use the rudder as little as possible, but, keep the boat headed directly into the wind.  How long did it take to stop?  How about at 2 knots of boat speed?  Turn the boat around and head directly downwind.  Hint … you will not stop until the wind dies, or you run into something.

Those two exercises should give you a pretty good idea of how your boat will react to just wind and current, and how wind and current can be used to overcome our next topic, momentum and inertia.

Momentum & Inertia

Yes, there is a difference, but not so much you need to worry too much about it.  At this point, just know … momentum is mechanics … inertia is physics … momentum is motion, inertia is a resistance to change requiring energy (power) to overcome.  In the previous exercises, we looked at using wind to overcome the inertia of a boat resting against a dock and moving into the wind.  Instead of looking at momentum and inertia separately, let’s look at their net results.  If your boat is at a stop it is going to stay stopped until something makes it move (could be the wind as above), or it could be the application of power through the propeller.  A boat that is moving will stay moving until energy (drag, friction, wind resistance, propeller) brings it to a stop.  A boat moving in a straight line wants to keep going in a straight line even though you want it to turn.  These next two exercises work best with no wind or current, and should have something to judge distance by.  Like the Marina Bay practice buoys.

Get the boat moving forward at a nice controlled speed (1 or 2 knots) shift into reverse and apply a controlled amount of power.  Measure the time and distance it took to stop.  Now, do the same thing in reverse.  Use the same speed and stopping power.  Compare the two.  In most cases, stopping while backing requires substantially less time and distance.

For the next exercise, get forward motion with good steerage way … like the speed you would have in a fairway approaching a slip only in safe water.  Make a hard turn to starboard; marking the point you put the rudder over.  Stop your turn when you have made 90 degrees.  For example, start on a heading of 000, and turn to 090.  Mark your point.   Chances are you will have traveled further along the 000 course line (technically known as advance) than along the 090 course line (known as transfer).  Momentum and inertia keep you going in the initial direction of travel while the boat is turning.  Repeat the exercise turning to port, and at various speeds (e.g. 1 knots, 2 knots, & 3 knots).  Try to use the same amount of rudder each time.

These two exercises can literally keep you busy for hours.  Not that it’s sooo much fun, there are just so many variations to be done … such as direction of turn, speed, amount of rudder, and wind speed.  What is the benefit of doing it?  Have you ever watched someone approaching a slip turn the wheel once and set it, and the boat magically turns into the slip without touching the sides, sliding to a stop in an upwind slip with little or no reverse power?  You can only do that if you know the correct speed to result in exactly the amount of advance needed for the transfer required to get into the slip.

Once you have these four exercises down in safe water, start to apply the lessons in closer quarters maneuvering … such as docking in a slip.  Good luck and we will see you next time for a discussion of current discharge and unequal blade thrust.

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Skipper’s Tip – Planning a nice evening out?

Posted on February 25, 2013 by TW-Matt

By Tony Johnson

If you’re planning to anchor overnight somewhere, consider doing so on a full moon. A lovely location for this is China Camp where you can see both the sun setting and the moon rising. You do know, don’t you, that a full moon always rises just when the sun sets?

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King Tides

Posted on February 14, 2013 by TW-Brandy

By Tradewinds Instructor Tony Johnson

In this world of few certainties, there is one thing that I am certain of: I am not certain how the tides work. Oh, it’s the moon’s gravity, and I think the sun is involved. Well, then, how is it that on a new moon, when the sun and the moon are both on the same side of the earth, we still have two tides? Shouldn’t there be just one big one?

I was reminded of these puzzles recently because of what the news media were calling “King Tides.” This isn’t official terminology from NOAA; it’s used to sensationalize the highest tides of the year. The media routinely explained that these tides occur “when the sun, moon, and earth are in alignment.” But wait just a durned minute. Doesn’t that happen twice in every single month, in which case they are just plain old “spring” tides? How do these get the royal treatment if they’re no different from the commoners?

King Tides occur near perihelion, when the earth is closest—not by all that much—to the sun. Perihelion occurred on January 4. If it got real close, you’d think we’d feel pretty warm. But no, it happens in winter. The highest tide this season was 7.18 feet on December 13, 2012 on a new moon.

However, six months later, we again have very high tides, when the earth is at aphelion, its farthest from the sun, and paradoxically, it is hot. On July 21, on a full moon, the predicted tide is 7.07 feet, barely lower than the December tide. So our distance from the sun isn’t the only factor. Since this is a yearly cycle, it is the result of the sun’s influence, not the moon’s monthly pattern. It turns out the latitude of the sun is as important as its distance, and at our summer solstice the sun’s over the northern hemisphere. This makes up for the greater distance and generates our big summer tides. In Australia, where, as best I can figure, The “King” tides got their name, summer solstice occurs during perihelion, meaning latitude and distance are both at their peak influence. So if you want to experience the whole shebang, you’ll have to go down under.

But it’s nowhere near this simple. Again, of this I’m certain. We used three tidal constituents for this analysis. NOAA uses 37, but the total number is 396.

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Nautical Terminator – Headsail

Posted on January 7, 2013 by TW-Brandy

By Tradewinds Instructor Tony Johnson

             Even though the term may not be common up here in the land of the America’s Cup, I’ve heard headsails called “headies” by those sailors from down under who seem to keep winning everything. There sure are a lot of names that these sails are known by, compared to that workhorse piece of canvas aboard, the mainsail. A small change in a headsail can make a tremendous difference in a boat’s performance, especially upwind, so it’s not surprising that sailors are a bit obsessed with them. Here are a few names you may have heard: Yankee, drifter, windseeker, #4, genoa, ghoster, blade, 135%, storm jib, working jib, reacher, screecher, blooper, big boy, gennaker, jib top, staysail, gollywhomper, code zero, spinnaker, asymmetric spinnaker, cruising ‘chute.

The term “headsail” refers to any sail set foreward of the forewardmost mast. The next most general term is “jib.” According to the PHRF rules, a jib is “any sail, other than a spinnaker, that is to be set in the fore triangle.” (“Other than a spinnaker” would seem to be an unnecessary refinement, since the spinnaker is flown outside of the fore triangle.) So a spinnaker is a headsail but not a jib.

All genoas are jibs, but not all jibs are genoas. A genoa is an overlapping headsail, where the jib may or may not be. The overlap referred to is that of the clew of the genoa, which overlaps the luff of the mainsail. A more specific way to describe the size of any jib is by a percentage, e.g., 135%. This number is the ratio between the LP of the headsail and “J.” The LP, or longest perpendicular, is the length of a line through the clew, perpendicular to the luff. “J” is the distance between the pin of the forestay and the mast.

Another common way of referring to headsail size is by numbers: #1 would be the largest jib on the boat, #2 a little smaller, etc. For spinnakers, the numbering may be S1, S2, or for asymmetrical spinnakers, A1 and A2. This system is relative to the sail inventory on a particular boat, so your #1 could be another boat’s #2.

The speed of the America’s Cup catamarans have made traditional spinnakers irrelevant and all headsails have lost their former pre-eminence to the wing. Us commoners can still have our blades and Yankees, however, until we go that fast.

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Bozburun Peninsula, Turkey

Posted on October 16, 2012 by TW-Matt

By Tradewinds Member Ernie G.

For my 50th birthday, my wife cooked up the idea of chartering in the blue waters of the Mediterranean, on the Turkish coast. We made it an extended family plan, with my father and stepmother, and my brother and sister-in-law and my two teenage nephews, plus our own two pre-teen kids. Couldn’t have done it without Brandy’s and Matt’s help this year in getting my bareboat and extra docking lessons.

To accommodate this group of 10, we chartered two boats—one bare for me to skipper and one with a hired skipper.
Here’s the route:

I won’t go day-by-day. We spent six days hopping from harbor-to-harbor, mostly spending the night at docks attached to restaurants. We spent one night at anchor in a long inlet. The food was good. The water was warm enough to swim and clear enough to see your anchor chain on the bottom.
The sailing highlight for me was learning to med moor. Some places had “lazy lines” so we could leave our anchor in the locker. Others were traditional med moors. Here are some photos:

One of our two boats. This was a Jeanneau Sun Odyssey.

The boat I skippered, a Bavaria 38. Typical med mooring posture:
(note from Matt – don’t try this on a boat with separate throttle/transmission controls!)

A typical restaurant dock. This one in a remote harbor, Dirsek. Taken from my boat while I’m backing in to med moor right next to these other boats. Americans would naturally try to dock in the middle of the big open space. That’s not allowed in the Med. They need all that space for more boats.

Here I am med mooring before I figured out that it is easier to stand behind on the forward side of the wheel. Really, I didn’t figure it out. Somebody told me.

The other crew watching me approach. Do they look nervous?

My kids hiking with the goats above the quay, looking down at our boats.

The kids were mostly into warm water and hanging out at the dock–

View from the goat hill in Dirsek

Moonrise in Bozukalle (Loryma)

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Advanced Coastal Cruising

Posted on July 1, 2012 by TW-Matt

– Advanced Coastal Cruising class (ASA 106), June 22 – 24, 2012, by Brad Call

On Friday morning I met my instructor, Bill Yawn and my two fellow students, Mary Ann Paulazzo and Daniel Merle. Bill is a long time instructor at Tradewinds and he also serves in the Coast Guard Auxiliary. He mentioned that participation in the CG auxiliary comes with many beneficial free training opportunities. He was certainly a wealth of nautical information! Mary Ann Paulazzo and her husband Cliff own a nicely equipped cruising yacht named “Carola” (Young Sun 37). She and her husband hope to “dip their toe” into the cruising world this August with a trip down to the Channel Islands, a 3 week journey there and back. Daniel Merle and his wife own a Leopard 46 catamaran that they have placed in charter with Moorings in Mexico. Their boat is named “Balajan” which is “my little child in Armenian. One of the benefits of placing a boat in charter with Moorings is the ability to use other Moorings boats around the world. They recently took advantage of this benefit and took friends to sail off the Croatian coast.

After meeting each other, Bill had us haul our gear and food down to the boat for the checkout. For this class we were using the club’s Bavaria 42 named “My Density.” The name has an interesting origin that involves the owners meeting in a chemistry class during college. In any event, the Bavaria 42 is a very nice boat. It has a master suite with head forward. There are two aft cabins, a galley, head, and large dining area. The cockpit is quite spacious and it has dual helm stations. It is powered by a Volvo diesel with a sail drive instead of the typical drive shaft and propeller. For this class a large emergency raft occupied the after part of the cockpit.

We spent about 3 hours checking over the boat, filling the tank with fresh water, and stowing our gear. Bill briefed us on our itinerary and how he would conduct the class. Each student would spend one hour as helmsman, then crewperson, and finally as navigator. This rotation continued throughout the class. We were finally on our way out to sea a little after noon. The weather was unusually mild for this time of the year. During the week leading up to the course Bill had us checking on the weather, swells, and waves. It was clear from the forecasts that a low-pressure system would clear the area on Thursday, leaving calm conditions off the central California coast for the weekend. This in fact was what we experienced. The winds were light on Friday and coming from the southwest.

Bill’s plan was for us to travel from San Francisco to Half Moon Bay on Day 1. Day 2 would take us north, past the Farallon Islands and up to Drakes Bay. On Day 3 we would return home and take the test to finish up the class. The southwest wind direction was not optimum for our Day 1 course, so we motored out to R “8” in the Main Ship Channel and turned south. We set sail and tacked back and forth as we proceeded south. Occasionally we passed crab pot buoys and we kept a sharp lookout to avoid them. The visibility was exceptionally clear and we were able to see many San Francisco landmarks (Golden Gate Bridge Towers, TV tower, etc.) up to the point at which we turned southeast towards Half Moon Bay. Point San Pedro, Devils Slide, and Point Montara were all clearly visible. Bill mentioned the dangerous reefs between Point San Pedro and Pillar Point. I used my hand compass to practice taking bearings on prominent landmarks. There were many sea birds on the water as well as an occasional dolphin. We arrived at buoy RW “PP” off Half Moon Bay at around 6 pm and used the VHF radio to contact the Pillar Point Marina (channel 74) and request a slip for the night. The Harbor Master assigned us slip “H45.” We eventually paid about $36 for the slip and we prepared our dinner aboard. It was clear that we had brought a lot of food for the class and as a result we dined well throughout the trip. The Pillar Point Harbor is a busy commercial fishing port.

The next morning Bill had us awake and ready to depart Pillar Point Marina at 7 am. After passing buoy RW “PP”, we set course for the Farallon Islands (290 magnetic). The weather was exceptionally mild with light wind coming from the northwest. Once again the wind direction was not conducive to our plans, so we motored. As we proceeded northwestwards, we began to see whales about a mile to the west. They could be seen “blowing” as they came up for air and occasionally a tail could be seen. At around 9 am I suddenly saw two whales about 75 yards to port. Their large mottled gray backs seemed close enough to touch! Not wanting to provoke the whales we immediately adjusted course to the east and eventually turned back to our original course. That was our closest encounter with those majestic animals.

At 11:30 am we arrived at the Southeast Farallon Island, the site of the “Low Speed Chase” accident on April 14. It was sobering to see the area where 5 sailors had died during the race. It is a very remote and desolate island, the abode of seabirds and marine mammals. Many small fishing boats were visible, some taking sport fishermen out for the day.

After passing the Farallon Islands we turned to course 350 magnetic and arrived at Drakes Bay around 3 pm. We anchored 100 yards WNW from a Coast Guard mooring ball and discussed various nautical topics and rested until it was time for dinner. We also watched (and listened to) the Elephant Seals that were lying on the shore west of us. After eating we rested until dark, and then raised anchor to begin our night man-overboard drills. While recovering the anchor we discovered that the rode was fouled with kelp. The resulting “battle of the kelp” went on for about 30 minutes. The tenacious plant did not want to surrender its grip on the rode.

Once free of the kelp we motored out to the middle of Drakes Bay, set sail in the light breeze, and preceded to conduct our drills. We were unable to use our normal points of reference in the dark bay, so Bill advised us to trust the feeling of the breeze on our face to orient ourselves. This worked surprisingly well and soon we were all successfully executing the “figure 8” man-overboard recovery technique in total darkness. Towards the end of the drills our man overboard marker float came apart and we performed some rapid sail and motoring permutations to recover the remains from the water before losing it in the darkness. After completing the drills we motored back to our anchorage, deployed the anchor, and turned-in for the night. The stars were very vivid in the darkness, illuminated only by a waxing crescent Moon. However the clarity was such that we could see a faint glow coming from the San Francisco neighborhoods 25 miles away that lie along the Pacific coast. It was a very special feeling to experience this portion of the coast in good weather.

The next day we were once again up early, had our breakfast, and departed for San Francisco. Drakes Bay was very calm and tranquil in the cool clear morning air and I wish we could have lingered longer. But it was time to return to clean the boat and take our test. There was not a breath of wind, so once again we were forced to motor. We had a wonderful view of the Marin coastline as we proceeded south. Bill showed us how to use the radar and we could see many fishing boats and the occasional freighter in the area. There are dangerous reefs along this section of the coast, the Duxbury Reef lying off Bolinas being only one example. We entered the Bonita Channel at buoy G “1DR” and proceeded southeast following a series of buoys until we rounded Point Bonita, reentered the Main Ship Channel and headed east to the Golden Gate Bridge. We had a quick lunch while motoring back to Richmond Marina and arrived around 12 pm. After unloading our gear and cleaning the boat we took our exams. All three of us successfully passed the rather difficult exam. This brought to a close a very challenging but rewarding 3 days on the water. Bill is a very knowledgeable and supportive instructor and he helped all of us to get the most out of the experience and to become better and safer sailors. I highly recommend the class.

You will find information about trucking law in Baton Rouge and the people to turn to for legal advice on road accidents.

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Ambassador 111

Posted on June 12, 2012 by TW-Matt

Hallelujah!
I have arrived, without any incident or drama at the finish. Tied to the doc at 1pm.
The weather yesterday and last night was very cooperative, still some lumpy seas, but good winds, so I made good progress.
Everyone always seems to want statistics from a trip like this, so here’s the final numbers:

Ambassador – Beneteau 51.5,   Buenos Aires to San Francisco 2012
Facts about this voyage:

8,820         Nautical Miles sailed on this journey  (that’s 10,150 regular miles or 16,335 kilometers)
54              Number of Days underway
82              Degrees of latitude sailed
111            Degrees of longitude sailed (1/3 of the planet)
39             Number of days sailing in the tropics
6.80          Average speed in knots for entire voyage
100           Percent of days with sunshine
71             Ounces of bottled water I consumed on a daily average for cooking and drinking
2               Ounces of alcohol consumed during the entire voyage (rum with Neptune at the equator)
0               Number of days I wore foulies
13             Percentage of days sailing upwind
232           Most nautical miles sailed in a 24-hour period
94              Least nautical miles sailed in a 24-hour period
21             Number of countries whose waters I sailed in
3               Number of oceans I sailed in (South Atlantic, North Atlantic, North Pacific- plus Caribbean Sea)
1               Number of fresh water lakes I sailed in  (Gatun Lake in Panama- part of the canal)

-David Kory

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