Chebacco News 49

News, questions, and boats for sale.

News:

Well, the long anticipated calendar is a bust. My preferred publisher was having health and technology issues. I may still do one using cafe press, but since I only received one order for the one that didn’t work, a calendar really isn’t hight on the priority list of things to do. Been kind of quite, only took the boat out once since the last issue. You would think that being unemployed would give me plenty of time to do that, but for some reason it didn’t work out that way. I plan on going to a couple of messabouts this summer, I’ll take pictures and write something up about them.

Let’s see, we had vandals posting all kinds of php based scripts in the registry, taking advantage of the facility that was there to allow you to post pictures. I’ve locked down the registry, so if you want to edit your entries, or add a new one, just send me an email with the relevant details. You can also send a picture, if you want, and I’ll include it.

Speaking of email, I was getting 300+ spams, and at least 20 trojans, a day, do I’m bouncing all email sent to my old email address. I posted the new email address on this site, but it wasn’t a couple of days before I started getting spam and worms again. I believe they scan the web and dig email addresses out of webpages. Working on that theory, I have implemented a script based form to send me email. Sorry for the inconvenience. If you are wanting to send in an article for publication, just send me an email with the form and I’ll tell you my direct email address.

We have ten articles this issue, if you include this news sheet. One if even a contribution about writing contribution, (a meta article, an article about articles! hehe), by Chuck Leinweber of Duckworks fame.

Thanks for all the contributions for this issue, and I hope you enjoy it.

Chebacco Richard

Questions:

Noted a mizzen comment by Donna D’Agostino and Vincenzo Ciminale in Italy.  Pass on to them the notation a windsurfing boom for their mizzen ashes snap on in a minute, can be extended to multiple lengths and can be hyper lengthened with 1″ thin wall aluminum tubing.  It would get them out of the business of “walking the boom” as they tack.
Dave Godsey

Chebacco’s for sale:

***

Free time and boat cruising – Richard Spelling

Well, my 9-month sojourn into the ranks of the unemployed is finally over.

I’m working night shift, on an Air Force base, 100 miles from the house, but it beats the alternative.

You know, I always thought that if I ever became unemployed, I’d just fall back on my non-IS skills, or take some low paying IS job. I found out the hard way that the companies with the lower paying IT jobs are all bargain shopping, and think you are over qualified if you have more than one certification. If the first thing they ask you when you send them your resume is “what are your salary requirements?”, this is a bad sign. Or they want you to have a BS in computer science, 10 years of experience, and then want to pay you $10 an hour…

As for working non-is type stuff, I tried that. Still have a going concern manufacturing variable output forge blowers and DC motor kits. Of all the things I tried in an attempt to rustle up money during my “vacation”, building those was the most enjoyable, and made a decent profit. And I tried a bunch of things, from mowing lawns, to doing handyman work, to doing computer consulting, to putting in concrete slabs. All doable, but not enjoyable, partly do to the physical labor involved, but also do to the fact that they involved starting over, and wasting all the time and money I’d spent getting my degree and certifications.

The kicker was calling the “work force investment” people for retraining, and being told I couldn’t go to any CDL or welding classes because I had a BS degree. (!)

Let’s see. Still don’t have a car/boat port to put the chebacco under,   I’m currently using a “super tarp” I picked up on ebay. Basically a gray tarp, but not the cheap crap you get at Wal-Mart. Speaking of Wal-Mart, anybody remember when shoes lasted more than a month before the sides came apart? Sandals lasted almost as long? Remember back in the day, before Sam died, when you could return stuff to Wal-Mart if it broke? Ah, those were the days.

Anyway. Invitation to my wedding: “Oh, by the way, I’m getting married. Jan 1st, 2005, First Christian Church, Pryor, Ok. I’m marrying the preacher. Elvis will be there. You are invited.”

Yes. I got married. Again. To my ex-wife. Hey, there are no rules; I can do what I want. Besides, you really don’t know how important things are to you till you almost loose them… which is another story. And yes, Elvis was there.

So, I’m living in OKC, and in Mannford, and in Pryor. I stay in my apartment in the city during the week (horror of horrors, I hate it), go to the cabin in the woods on the weekends to work on blowers and controllers, and go visit the wife and kids in Pryor once a week. Well, shit, life sure was less complicated when I was unemployed and single. As my wife/ex-wife/wife used to say: “This damned job sure interferes with my free time!”

Incidentally, one of the options I was considering, if I didn’t find a job, and the money ran completely out, etc, was to go sailing and just not come back. Extended cruise. Got bored at work last night and got to wondering how far I could have gotten in my 20ft semi-open boat. Some reading on ocean cruises leads me to think I need to stay away from open water… <nervous laugh>

Then I got to trying to figure out how big a boat I would need… I think I like the idea of sailing into the sunset much more then I like the reality of it. I’m definitely a fair weather sailor, any waves over a foot or two just slow the boat down and annoy me. And big movements of the boat are only fun on occasion.

Maybe I do have the perfect boat. Keep this job long enough to pay everything off, then maybe instead of sailing into the sunset, I should hook the Chebacco up to the back of a nice tow vehicle, and head off to non-open water! hehe Wonder how big the waves get on Baja?

Anyway. I’ll write a more boat-oriented article for the next issue. If you don’t think I should be writing non-chebacco related articles for this webzine, feel free to write the editor… 🙂

Or, even better, send in your own boat/chebacco related stories, and I’ll publish them instead of boring you with the editor’s life!

Laters, fair weather, and stay employed.

***

Bluster, San Juan Islands – Randy Wheating

 

Hi Richard

Thanks for all the work on the Chebacco News.

I have attached a photo of Bluster motor sailing into Hale Passage, San Juan Islands.

This was taken by Gary Powell while under tow.  Gary and his daughter Kate were sailing his engineless dory as we were all returning to launch ramp from our very enjoyable Small Boat Rendezvous on Sucia Island this past July.  The wind had died off so we just tossed them a line for the final leg.

Fair winds,

Randy Wheating

Port Moody, BC

Bluster_Hale_Passage

***

Chebacco Progress – Howard Sharp

Dear Richard,

Daytime temperatures of 10ºF, not friendly to epoxy work, have brought my building progress to a halt.  I’ve tried electric blankets, a small
electric heater under the boat running 24 hours a day, but it’s still below freezing in my uninsulated garage.

I started in April of 1993, as I see from the letter Phil Bolger sent with the plans. I decided on lapstrake construction, which I was already used to.   Building has been slow, as work and family obligations take precedent, but I am close to flipping the hull at last.

I lofted the boat full size, simultaneously working out the planking layout, using the method Iain Oughtred describes in his lapstrake building manual.  I was able to loft the permanent bulkheads with the plank lands, so I could build them into the boat.   I’m using meranti ply from Noah for all the lower strakes and the bulkheads – anything which may end up being submerged in water.  The rest will be occuome. The meranti is a little splintery, but I believe it has more natural rot resistance than occuome, and I’ve actually found fewer voids in the meranti than the occuome.

The stem and the transom are locust.  I happened to have some lying around, otherwise I wouldn’t recommend it – it’s very hard to work with, and of course very heavy.  However I’m  confident that the stem on this Chebacco will never rot and will demolish just about everything that it meets.    The transom runs straight across to include the motor mount, like Brad Storey’s boat.  I didn’t understand the implications of this until I found out that the 10º angle on the original design accommodates the default mount on most outboards!    For me that’s still not a dealbreaker, as it’ll be stronger, and I think it looks better.  The boat will have an 18″ bridge deck.    I’m toying with idea
of an electric propulsion system, and I’m still wondering whether or not to build a small bowsprit, partly for use with a jib, but mainly as
a cathead for carrying an anchor.

As soon as the weather warms up I’ll be putting dynel on the bottom and garboard, and I’ll paint the whole using Kirby’s enamel.

The name I’m not sure of yet.  Loosey Goosey springs to mind (along the lines of Itchy Scratchy).

Love the website.

All the best,

Howard Sharp.

tn_IMG_0457 tn_IMG_0460 tn_IMG_0514 tn_IMG_0536 tn_IMG_0541


The last boat I built – 10 years ago!  It’s an Iain Oughtred design, Ptarmigan, 11′ OAL.  The Chebacco fits into the garage with 2″ to spare,  My dream has always been to build something bigger – say about 4 tons.  The sheer size of the Chebacco has been a lesson in what I can expect if I go ahead with something bigger.

***

A Blustery Weekend on the Sunshine Coast – Randy Wheating

Lisa, Jacob, Sam and I spent a windy and wet at times extended weekend, August 20-22, with our Chebacco Bluster on the Sunshine Coast of British Columbia, Canada. This well known boating area is northwest of Vancouver and for us involves a one hour drive on either side of the Howe sound ferry crossing.

A heavily loaded Bluster was launched at the Halfmoon Bay public ramp and we were under way by 12:30 Friday. We motored a northwest along the coast via Welcome Passage to Smuggler’s Cove Marine Park. With its narrow entrance and various rocky arms this park is described in our guide as resembling an alpine lake. The boys went for a swim while we anchored for lunch. The new rope style boarding ladder was tested and works fine.

Next we motored a short distance to Secret Cove, a large three arm cove containing an assortment of marinas, private homes, and such. Tempting to stop at the ‘boat-in’ pub for a quick pint…

A quick trip across Welcome Passage lead to Buccaneer Bay Marine Park, situated on a narrow strip of land connecting North and South Thormanby Island. We landed at low tide and portaged our gear and provisions across the beach to a sandy and but fairly exposed campsite. Bluster was anchored just off the beach where she swung merrily at anchor in the 15 to 20 knot winds. The kids explored the beaches while Lisa and I set up camp before kicking back.

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Lisa in the galley, Buccaneer Bay Marine Park

Saturday dawned gusty and wet – not great family sailing weather. Fortunately for us my friend Ryan with his kids aboard their 37 foot steel ketch ‘Makoolis’ joined us and we were able to seek comfortable shelter with them. Unfortunately for Ryan, he anchored a little close in and became good and grounded on a sand bar with the falling tide. We tried all the exciting stuff like rowing his 65 lb CQR anchor to deeper waters and winching away but alas, lost race with the tides. The remainder of the day was spent drinking wine, playing cards and preparing dinner (those gimbaled stoves really work) up to a 30 degrees angle until the tides released us. No damage done. Of course if we were in a Chebacco we would have just jumped in the water and pushed her off, but I didn’t rub it in.

For the second night at anchor I set the mizzen and this did wonders at calming Bluster’s swinging in the winds. Having no experience in exposed anchoring I was very pleased with holding and reset abilities of my 5 kg Claw (Bruce copy) anchor when the wind shifted through 180 degrees overnight.

With a stiff onshore breeze we executed a near perfect (if I do say so) team beach extraction on Sunday morning:

  1. Broke camp and assembled the gear just above tide line.
  2. Rowed Fib (dingy) to Bluster, furled mizzen and warmed up engine.
  3. Raised anchor and motored to position where winds would blow Bluster onto beach near gear pile.
  4. At the point where there was still sufficient motoring depth dropped anchor then moved to windward stern cleat.
  5. Paid out anchor line until bow hits sandy beach then made her fast from the stern cleat which would held Bluster’s bow onto the beach and prevented a wind from turning her beam on.
  6. Lisa and the boys smartly relayed the gear to boat where I stowed it below.
  7. Team scrambled aboard and I hauled us off the beach with the anchor and spun the bow to the wind.
  8. Hauled Bluster to deeper waters where Lisa fired up the engine and powered us away.

Moderate westerly winds and swells from the Straight of Georgia met us as we exited Buccaneer Bay. Bluster had a great run down Welcome Passage under mizzen and jib after which we finished off the day exploring Halfmoon Bay and checking out the Merry Island lighthouse.

I was very pleased with the performance and balance of the jib/mizzen sail combination. Considering the gusty conditions and the fact that we had the kids aboard this reduced sail area gave us a comfort level that allowed us to just enjoy the ride. Our close reach speed (GPS) averaged three knots. The addition of the reefed main would have likely improved the performance but we were in no great hurry. Jacob and Sam split their time between snacking in the cockpit and below where they played cards, read and wrestled. Lisa manned (womanned?) the helm the entire homeward leg while I fiddled with the lines, charts, cameras and such.

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Jacob, Randy, Sam

Hauled the boat out at the public ramp, prepared and ate a late lunch, kids went for a final swim and we were able to catch the 4:00 pm ferry and be home for the evening news.

A terrific family weekend adventure.

Randy Wheating

Port Moody, BC, Canada

***

MASCF St. Michaels MD – Ed Heins

This was my first trip to the Mid Atlantic Small Craft Festival In St. Michaels.  In fact it was my first small boat gathering (messabout, gawkabout, BSabout) of any kind, and I was planning to present my long suffering project Chebacco  “Boudicea”, to the boatbuilding world.   I’m sure this was painfully obvious to many of my on line contacts, who diligently waded through ubiquitous questions and pre launch drivel.  I, by the way, suffer from all the common boatbuilder maladies; procrastination disorder (PD), designer second guessing syndrome (DSGS), complete confusion complex (CCC), and ham fisted knuckle busting wood butcher disease (HFKBWBD) sometimes known as ($%$&#@!!).   In addition to those common ailments however, this past September I was also suffering from a significant case of butterflies about dragging this project four plus hours around the infamous DC beltway, and an irrational fear that assuming we negotiated the trip without problem, that surely the Chebacco would reward my seven years of labor by, if not sinking outright, at least exhibiting some indication of my complete lack of skills, acumen and abilities.   Thankfully, none of that happened.

 

Departing New Market Virginia at about 3PM Friday Oct1, we cruised sedately along I-81 and I-66,  spent two hours creeping the 30 odd miles around DC on the 495, sat in the predictable Friday evening bay bridge traffic and arrived St. Michaels at about 9:30 PM.  We had reservations at the Best Western in town, and that seemed like a great place to park.  I’d made contact with Dick Burnham previously to give me a hand with the launching, and the next morning as we drove through the Maritime Museum parking lot, his red pickup fell in behind.  We launched at the town ramp next to the St. Michaels inn & marina, just around the point from the museum.  Seeing the festival for the first time and approaching from the liquid side is pretty spectacular.  The Museum has about three piers and they’d added a floating extension at the end of the tee on the largest to accept more boats.   We found a space to squeeze in at the very end of the tee and rigged a couple fenders to try to keep from sharing paint with the museum.

 

We were in good company.  A Bolger Lilli, a folding schooner,  a Jesse Cooper, and some of Jim Michalak’s designs.  (Maybe next year I’ll cartop my “Tween”, one of Jim’s sailing dink designs, which was my first project).  Chesapeake Light Craft were there in force.  I was surprised that my wife, Debs, having existed with her things being squeezed into half our garage for so many years, seemed to think we should take on a CLC sweetwater 16 canoe. Like I need encouragement…..

 

Saturday afternoon we had the opportunity to take Dick & Ula Burnham out for a spin. .   I’m very interested in seeing how Dick attacks some of the Chebacco’s rather quirky bits as he finishes “Stealing Horses”.  It would be great to see a couple of these cat yawls sailing together someday.  Although we didn’t have much air to play with, I was completely satisfied with the way the Chebacco handled.   We were able to tack, jibe, I guess we found virtually every point of sail and I’m pleased at how close winded she is.   Later that afternoon, Richard Elkan of London & “Sylvester” dropped by the end of the pier and we again made a cruise around the area, this time with the rest of the Heins family aboard..  Whereas Dick and I have no idea what a Chebacco should perform like, I was pleased that Richard didn’t seem surprised as we sailed sedately through the moored boats.  Then again, I managed not to get him wet, or hit him with the boom, so his expectations may have been low.   At the end of the day though, it’s great to talk face to face with the  owners and builders we’ve exchanged emails with.

 

So many other things at the show; John Welsford was great as expected,  the Redwing that’s in the current WoodenBoat magazine was there, my son enjoyed the kids activities.  I’ve got nothing but Kudos to the folks that organized and made the show happen.   Only thing that could have been better, maybe a couple more Chebaccos?  Maybe next year.

 

tn_Dick_Ula tn_MASCF_Chebacco tn_MASCF_Chebaccoside tn_MASCF_Richard tn_MASCF1 tn_Pier_1

***

Chebacco Update – Ben Ho

Hello Richard,

I am making slow but steady progress with my Chebacco, mainly building the major components first before I start on the hull which will take up most of the available work space. The following are a few photos on items that I’ve done differently.

Center Board: Instead of using lead, I’ve sandwiched the CB with 4 long pieces of ¼” mild steel. It should make the CB much stronger and hopefully will better withstand a lateral grounding. The total weight is about 60 lbs, a bit heavier than the standard construction.

The glued up and shaped plywood CB:

image002

Center channels routed in for the two steel bars to lay flush. One side of the bars is threaded to accept the through-bolts. Sitting at the corner is the hinge assemly that will go on the CB trunk.

image004

The CB sheet will go through this U-bracket. Since the bracket is gripping the thin edge of the CB, I made it 6” long with 4 through-bolts in order to spread out the load. I specified a small eyelet to tie the line, but the welding shop decided that it should be a larger hand-hold instead. Oh well.

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The CB glassed, dry fitting in the CB trunk.

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These S.S. T-nuts are ideal for holding the mounting plate on the trunk:

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Gluing up the CB trunk; the white piece lining the inside surface is counter-top laminate. This stuff is incredibly resistant to abrasion – I run my sander with 60 grit paper on it for 2 minutes, with no visible wear at all!

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The completed CB with a couple of coats of Interlux paint. To protect againt wear & tear, I build up a ¼” finger of epoxy along the bottom edge. A half-oval bronze strip will be further added on, once I figure out where to get them.

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Chebacco Raised Deck

OLYMPUS DIGITAL CAMERA

Sometime ago I commissioned PB&F to modify the Chebacco, mainly to enlarge the cabin by lengthening and raising it, and to move the after-deck back by the same amount in order to keep the cockpit length. The Chebacco Raised Deck is the resulting design. I subsequently decided to stay with the existing plan, because I’ve already started on it and also I prefer the old look. However some design changes are excellent ideas which I’ve gone ahead and implemented on mine. I will cover some of them here.

One of the biggest changes is the whole area near the transom. The rudder is now a balanced rudder with a tab forward of the rudder shaft, increasing the overall rudder area by about 25%. Due to the larger rudder and also the last bulkhead having moved aft, the keel skeg is no longer directly supporting the last bulkhead as in the original design. Hence there’s a fairly complex ‘backbone’ added to strengthen up the whole section:

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The transom backbone is a solid piece 2.5” thick, supporting the mizzen mast, rudder stock, and the slop well. The design calls for this to be one continuous piece as part of the keel. The rudder runs through the center of this piece. The small hole to the right of the ‘backbone’ is the drain. The cockpit is now a raised, self-draining cockpit.

I find it too cumbersome to have such a huge, complex keel, so I broke it down and built the transom backbone as a separate component, with a large part that goes below the bottom panel and will be solidly glued to the keel later:

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Bushings for the rudder, made from high density polyurothene (i.e. kitchen cutting board), and a stopper ring cut from 1/16” SS tube that fits the outer diameter of the rudder stock.

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Another deviation from the original design: I am concerned about mounting the rudder on a plate that protrudes a fairly long distance from the keel. What if some 300 lb gorilla sits onto the rudder while the boat is on a trailer? Instead of mounting the rudder off the keel, the transom backbone is a much better alternative. It provides a strong, balanced position to hold the stock with simply a stopper ring. The ring is glued to a PVC cap to provide a larger surface area, which rides on a nylon bushing. The bottom bushing shown in the picture is to be half-recessed and screwed onto the bottom panel, to protect the rudder from going up and grinding onto that area.

image024 image026

That’s it for now. Time to get back to work!

Cheers.

Ben

***

Chebaccos Three! – Jamie Orr

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That’s Bluster in front, Wayward Lass on the left and Full Gallop on the right.

(Randy Wheating photo)

Last July, a fleet of small boats rendezvoused at Sucia State Park in the San Juan Islands. It was a great weekend, and you’ll find various accounts of it on the web, my own was posted on Duckworks in September. But what is of immediate interest is that there three Chebaccos in the fleet. These were Bluster, built by Randy Wheating of Port Moody, BC,Full Gallop, built by Chuck Gottfried of Springfield, Oregon and Wayward Lass, built by me Jamie Orr, (that’s me) of Victoria, BC.

Wayward Lass and Bluster have both been seen in these pages before. Chuck’s Full Gallop, however, is brand spanking new, being completed and launched only one week before landing on Sucia! How well she looked and sailed shows the massive effort made by Chuck to finish in time for the gathering.

All three boats are the sheet plywood version, but they aren’t identical. Wayward Lass is built as designed, but both Chuck and Randy made changes here and there. The most noticeable being that both made the cabin bigger and added a bowsprit. Randy also built a tabernacle/step for the mast, with standing rigging, while Chuck made his cockpit self-draining by raising the cockpit sole (floor). A benefit of the self-draining cockpit, besides the obvious one, is a lot of storage space. When cruising in Wayward Lass I’ve found storage is tight – we have to move all our stores to the cockpit when we want to sleep in the cabin.

Here’s Wayward Lass (green) and Bluster (white) on the beach at Sucia, among some of the other boats. Chebaccos are a little heavy to pull up and down the beach, but they have no problem nosing in to load and unload. A stern anchor can be helpful getting off again. (John Kohnen photo)

Here’s Wayward Lass (green) and Bluster (white) on the beach at Sucia, among some of the other boats. Chebaccos are a little heavy to pull up and down the beach, but they have no problem nosing in to load and unload. A stern anchor can be helpful getting off again.
(John Kohnen photo)

But Chuck and Randy can speak for themselves and describe the changes they made.

Here’s Chuck, about Full Gallop

Full Gallop incorporated several modifications, including a raised cockpit sole, raised and widened cabin, a bridge deck, curved seats and footwell sides, and a bowsprit. The raised sole was inspired by the need to keep the boat at a dock, and so be self-bailing thru Oregon’s rain. The added plus was a huge storage space under the floor, accessed by a watertight plastic hatch.

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Full Gallop’s cockpit,…

…her sloping cockpit sides and her stern.

…her sloping cockpit sides and her stern.

Here’s the bowsprit rigging.

Here’s the bowsprit rigging.

This shows the height of the cockpit sole.

This shows the height of the cockpit sole. (John Kohnen photos)

 

The cockpit floor is an extension of the rear ‘slosh pit’ floor at the stern. I didn’t want thru-hulls, so extended the floor such that it would drain thru large limber holes and out the stern. The floor extends forward to a bridge deck that’s set even with the centerboard trunk, with the bridge deck ending about 4” above the cockpit floor level. The floor is pitched about 1” overall, to drain to the rear.

The bridge deck extends 2’ back from the rear cabin bulkhead, and is designed with access on one side of the C/B trunk from outside thru a weatherstripped lid, and the other side accessed from inside the cabin. Part of the cabin bulkhead was removed to provide the inside access, and the area reinforced.

The result is vastly increased storage under the cockpit sole accessed thru the watertight hatch, and additional storage inside the bridge deck, accessed on one side from the cockpit, and the other from inside the cabin. The storage areas are quite deep, averaging over 14” deep in most places, and low in the hull. The shallower footwell doesn’t seem to be a problem, as the coamings are generous and the seats relatively wide.

I set a full-length carlin to support the deck, cabin sides, and seat backs and coamings, with decks approximately 9” wide at the cabin. This let me slope the seat backs outward and cabin sides inward, primarily for aesthetics. A mahogany block is set at the transition between seat backs and cabin sides, which align only at the deck level. The cabin is 2 ½” higher in the back and 2” higher forward, and probably 6” wider throughout. I installed heavy breasthooks to support oak mooring bitts and a bowsprit that butts to the front of the cabin, with that area and the area of the mast slot heavily reinforced with ply and oak gusseting. No gorgeous Jonesport cleat, like on Wayward Lass!

I flew a jib from the bowsprit until I pulled the luff wire out of it. I’ll experiment with setting the jib flying, tho I use a rope stay to steady the free-standing mast. In all, the modifications are not readily apparent unless you’re familiar with the design, but all made good sense for my needs and work passably well. I value the storage, and yes, Jamie, you can sleep below without moving everything!

Now, from Randy, about Bluster

Starting from the bow and working aft are some of the personal modifications I have worked into the construction of Bluster

Cabin

Bluster’s cabin roof has been raised two inches from the drawings and the sides extended out flush with the coamings. These changes add to the interior space at the expense of side deck width, reduced to about eight inches, which with the toe rail has not been a problem move forward.

A small bridge deck straddles the centerboard trunk with cut away in the bulkhead to allow access to this storage area from the cabin.

Bowsprit

This is a plank style bowsprit (overall 1.25”x9”x26”) that is contoured on the inboard end to match the curve of the forward cabin top face. A galvanized steel, two part bracket is bolted to the forward end as an attachment point for the forestay. The 5 kg Claw anchor resides on a roller in the center of the plank, aft of which is the main mooring cleat. The 15 ft chain and 150’ x 3/8” anchor rode pass through the side deck via a deck pipe and are stored in a bucket within the forepeak.

Here’s the bowsprit…

Here’s the bowsprit…

... and here it is again.

… and here it is again.

(Randy Wheating photos)

 

Tabernacle and Rigging

The tabernacle was welded up from ½” aluminum that is through bolted astride a double thick (one inch) bulkhead. The mast pivots on the upper bolt and the lower bolt is inserted and fastened once the mast is standing. The 1/8” ss shrouds are attached to galvanized chain plates with turnbuckles and are left in place when the mast is lowered. The forestay attached easily to the bowsprit bracket via a pelican hook. The gaff bridle is also made of 1/8” ss wire rope. Setting up is fairly simple – the mast is manually hinged into place, the lower tabernacle bolt inserted (temporary hold). The forestay in fastened via the pelican hook. Boom and gaff jaws and two sail luff ties fastened to mast and hoist away. In the lowered position the mast, boom and gaff with sail attached, and mizzen rest in holding fixture on the cabin top and a crutch in the cockpit.

The tabernacle was welded up from ½” aluminum that is through bolted astride a double thick (one inch) bulkhead. The mast pivots on the upper bolt and the lower bolt is inserted and fastened once the mast is standing. The 1/8” ss shrouds are attached to galvanized chain plates with turnbuckles and are left in place when the mast is lowered. The forestay attached easily to the bowsprit bracket via a pelican hook. The gaff bridle is also made of 1/8” ss wire rope. Setting up is fairly simple – the mast is manually hinged into place, the lower tabernacle bolt inserted (temporary hold). The forestay in fastened via the pelican hook. Boom and gaff jaws and two sail luff ties fastened to mast and hoist away. In the lowered position the mast, boom and gaff with sail attached, and mizzen rest in holding fixture on the cabin top and a crutch in the cockpit.

(Randy Wheating photo)

Transom and Motor Well

The motor well is slightly smaller than show in the drawings to just fit two Honda gas tanks, one forward and one aft of the mizzen/rudder post. The transom is constructed from one piece with a simple cut out for the 5 hp Honda. Holes in the transom facilitate motor well drainage. The stern deck is also a single piece with cutouts for the mizzen and rudderpost. There is no cut away between the cockpit and the motor well as shown in the drawings.

 (Randy Wheating photo)

(Randy Wheating photo)

 

Other Modifications
  • Blocks on gaff halyard and centerboard pendant to ease lifting.
  • Wooden strips on seat fronts to fit cross boards that can then hold floorboards flush with seat tops creating a huge cockpit sleeping platform. Boom tent to follow.
  • Watertight inspection hatches on cockpit bulkheads (accessible from cabin and lazarets) to create a usable yet watertight compartment.
  • Tiller extension for comfy steering.

Now it’s me again – Jamie speaking, I mean.

I haven’t given a lot of details about Wayward Lass, since there are several articles about building and sailing her already. But if you want to compare Randy and Chuck’s modified boats to what you’ll get by following the plans, look back through some previous newsletters. There’s a good picture in the last issue.

I like the bridge deck idea, I considered this myself, but decided against it. Don’t remember why, now. The wide cabin is a popular idea – other builders I’ve corresponded with or met have spoken of making the cabin as wide as the cockpit. The raised cabin would be welcome when you’re inside it, but I think it would have to be very carefully done or it would spoil the beauty of the design. That said, however, I have to admit that both Full Gallop and Bluster look pretty good!

The hulls on all three boats here are built as designed, at least below the waterline. Apart from weight and how it’s distributed, the only things left to make a difference in performance are the sails.

Bluster and Full Gallop have jibs set on bowsprits – I think jibs on Chebaccos need the bowsprit to work properly. I also have a jib, built according to the sail plan and set with the tack at the bow, (no bowsprit) but I rarely use it as it doesn’t work very well. Going to windward, it luffs when it is not sheeted in and upsets the flow of air to the main when it is. It does work when boomed out for running, but it’s too small to be very effective. It showed some potential when used in stronger winds with the mizzen, and no mainsail, but I haven’t explored that fully. I think it might be useful if you’re caught out in bad weather and have room to run. I think you could reach all right too, but would make a lot of leeway.

I don’t plan to add a bowsprit, but I am considering a reaching (asymmetrical) spinnaker for light winds, as shown on page 131 of Bolger’s 100 Small Boat Rigs. This would be set on a spinnaker pole that would serve as a very long bowsprit. I’m still working out the details, but stay tuned.

Wayward Lass’ main sail is different from the others, having eight inches of roach – all other things being equal, the roach adds a little speed. The downside is that battens are necessary to support the roach, and the batten pockets chafe. I’ve replaced these once already because I made them too light and two of the three battens wore right through the forward ends.

Both Chuck and Randy built their sails from Sailrite kits, and are very pleased with them. I can confirm that they look great, and seem to set well. Quiet a few builders have used Sailrite kits for main and mizzen now, and all the comments I’ve heard have been positive. So if you can’t borrow the school gym to lay out your sail, or don’t want the design headaches, Sailrite looks like the way to go.

At Sucia we didn’t do any controlled tests or scientific comparisons (also called races), but one day everyone sailed over to neighboring Patos Island. Wayward Lass was almost the last to get away from the anchorage, so I was out of the action and didn’t even see Full Gallop and Bluster sail together. However, I heard they performed about level with each other, and both skippers came away pleased with their boats.

The next day we were a little more organized, getting all three Chebaccos out together so John Kohnen could take some pictures for us. Outside of the WoodenBoat article comparing cold-moulded, plywood and lapstrake versions, this is the only time I know of that three Chebaccos have sailed in company.

Three Chebaccos, with Sucia Island in the background. Bluster is in the lead, Full Gallop is in the middle and Wayward Lass is coming up behind. (John Kohnen photo)

Three Chebaccos, with Sucia Island in the background. Bluster is in the lead, Full Gallop is in the middle and Wayward Lass is coming up behind.
(John Kohnen photo)

We can’t say yet which boat will be faster. On this occasion, Wayward Lass had an edge, since Chuck was still getting to know Full Gallop, and Bluster was towing a dinghy – very small, but still a handicap. However, the rendezvous was enjoyed by everyone who attended and we plan to hold another in 2005. We’ll be sure to organize some real match (grudge) racing then, so stay tuned!

***

Racing Micros and Floating Sheep Bridges – David Lewis

Never have editors for friends.  “Write an article for me,” they whine.
“Where’s my article I bullied you into agreeing to?”  I swear, it never ends.

As if I didn’t have enough to do, what with keeping my sheep wormed and happy, getting my steers to the butcher, finding customers, building the  infrastructure for a farm while working full-time planning new telecom and  network systems for an entire company move.

Here comes Richard, “You live five minutes from a lake, and you have a  Bolger Micro that you haven’t sailed in two years.  Surely there’s a  sailing story in there somewhere.”

Uh huh.

Ok, let’s see.  Well, something rather amazing did happen the other day.
Not so much sailing as “rafting” but…

My farm is split down the middle by a creek which, with all the rain we’ve  been having, is not a small one these days.  There’s only one spot that is  passable by man or truck and you don’t do it without getting wet.

Now that’s just fine for my cattle, they’ll plod through anywhere that’s  below their chests.  But my sheep are a bit more finicky.  And shorter.

So I decided it was time to build a bridge.  Now shoestring budget that I  have, I wanted to do this for next to nothing.  In fact, free was a good  target.  I could have gone and bought a culvert, buried it to 40%, put  fill and cement around it, and had a decent bridge for, oh, I don’t know,  $2000, $5000, something like that.  Or I could use my muscles, my  ingenuity, and materials I already had and keep the cost below a hundred.

I have about two hundred railroad ties sitting around collecting sheep  poop.  Some of them are light (well, relatively light) and some of them  are so heavy I can barely get them into the truck.  Heavier than water in  other words.  Being a bit lazy, I used whatever weights happened to be on  the top of the pile.  Some were heavy, some were light.

I hauled fourteen of them out to the crossing and laid two parallel to the  flow and ten across those two.  I tied them together with three poly-ropes  and laid the remaining two ties crosswise on the lower and the upper end –  to make a two-sided “bowl” that I could then fill in with a layer of rocks  and dirt on top of that.  Then I began filling in either side with rocks,  the plan being to build up ramps that would be level with the top of the
bridge.

I went and bought some threaded rod and some of those aluminum tent  stakes.  I would put two rows of threaded rod through the top two ties,  parallel to the creek flow.  I would drive four stakes down through the  top of the two ties.  This would help prevent those ties from pushing out  as weight was added between them.

Then there was about a week where I didn’t get a chance to work on my  bridge.  Then it rained.  Not heavy but it kept up for most of the day.

Then yesterday I went to put in my threaded rod.

I’m sure you’ve all figured out what happened.  Bridge gone.  Just not  there.

I started tramping down creek to find it.  I passed numerous spots where I  was sure it could NOT have passed, it being so shallow there.  I finally  found it about a mile downstream, hung up on a fence across the creek and  still tied together with the poly rope.

Knowing how heavy those dang things are, it still amazes me that it made  it that far.  Now I get to figure out how to pull the timbers out of  there.  Could a culvert and cement be in my future?

***

On Contributing – Chuck Leinweber

dscf0046

If you are reading this article, you probably had a few minutes to kill and happened here by accident.  Perhaps you have this site bookmarked and check it regularly for new material.   Maybe you’re sitting at your desk taking a coffee break, or using your laptop at the beach in front of a five star hotel with WIFI.  If you are here, you probably like reading about boats and boatbuilding.  Where do these articles come from?

 

There are literally thousands of people writing blogs.  Who needs more blather on some website?  How much is there that can possible be of interest to some boatbuilder? Admittedly, Duckworks does post something new each day, and the Chebacco News posts great articles, but we’d be willing to bet you would like to see more about the subject you are particularly interested in.

 

Which begs the question.  Do you have an obligation or better yet a desire to add your opinion or experience? As an editor, I can categorically tell you that if you take the time to put your thoughts down, they will be appreciated.  Not just by frustrated editors like Richard and me, but also by all the other folks out there who are waiting to read what you have to say.

 

Whether you want to write about a Chebacco or some other boat design, you may be unsure how to proceed.  Rule one.  Just get the words down.  Type one word and then the next, and keep right on going. What are some guidelines?  I thought you’d never ask.

 

Your readers want to know how you did everything, especially if you came up with a novel way of accomplishing some of the more tedious parts of boat building.  The process is always of interest.  Just this afternoon, I puzzled over the assembly sequence of the boat I am building.  The instructions given in the plans are not always minute, and can sometimes be called obscure, so the voice of experience (yours) is always appreciated.  And if you’d like to wax poetic, rant and rave, or better yet, insert some humor, please feel free.  Your voice is what makes what you write special.

 

If possible, include photos.  This implies that you thought you might want to write something before you started building or before you took that cruise.  We always carry a camera, except the one time we didn’t even know it was still in the truck until we were ten miles from out launch point.  A digital camera is especially nice for web articles, and also nice because you can take about a million photos and never need to load new film.  Let the editor know where you would like each photo to be placed in the article by numbering them and indicating where each should be.  Digital photos are easy to enhance, easy to crop, easy to save in a compressed format that web editors like.   Most of us have scanners and can also use regular photos as well.

 

When you are done, ask a friend, your significant other, or the guy sitting next to you to read it through.  It is always hard to critique your own work.  Have them check for clarity first.  Does it make sense; does it read smoothly.  If they have grammar skills, take advantage of them.  If you intended to be humorous, it is good sign if they laugh out loud.  If they ask you where they can go to start boat building, you know you are on the right track.  If no friendly readers are available, at the very least, RUN YOUR SPELLCHECK and read the piece out loud to yourself.

 

I will throw in a bit of grammar advice.  Don’t use the word ‘then’.  (And then we did this, and then we did that, and then she…..)  Don’t start a sentence with the word ‘and’ or ‘so’.  Get rid of words that don’t need to be there, especially if they repeat what you just said.  The words ‘very’ and ‘really’ can almost always be omitted.  .

 

Last but not least, a little abstract speculation about what makes one article stand out from all the rest.  The very best are like the ones you hear when sitting around a fire at a messabout.  The fish tales, the shark tales, the alligator tales.  The time you fell in and the boat sailed off without you.  Tell what really happened—don’t pretty it up.  We want to hear about the good, the bad, and the ugly.  Let your personality, your opinions, your unique point of view loose in what you write.  Your public is out there waiting.

This website lives by submissions.  Richard depends almost totally on readers for content.  I happen to think that this makes for honest and real reading – the experiences of amateurs who get no pay for their writing and no commissions for any products that they promote.

Editors are pretty flexible, but we do have some druthers. We like to have articles in some form of text format. You can copy and paste the article into the body of an e-mail, or you can attach just about any kind of word processor file to an e-mail instead. A file on a floppy disk or CD mailed by regular snail mail will work. I have even typed up hand written material, though that is a bit of trouble. Pictures can be sent for scanning, and will be returned promptly. If you have digital versions of the photos, they can be e-mailed or sent on a disk. The best format is .jpg without too much compression. Send as many as you need to illustrate the article. We may cull a few.

If you have certain places you want pictures to go, simply make an insertion note at the appropriate place in the text <**insert boat01.jpg**> or let us do the picture placement. We’re pretty careful.

Thanks for taking the time to write up the details of your project. I assure you it will be of great interest to boat builders and wannabees.

Chuck Leinweber
Duckworks
608 Gammenthaler
Harper, TX  78631
www.duckworksmagazine.com

Chebacco News 42

On the Road Again – Jamie Orr

Being the further adventures of the good ship

Wayward Lass

in Clayoquot Sound (for chart, turn to the last page)

image002

Yes, Wayward Lass has been on the road again, this time to Tofino on the west coast of Vancouver Island, to explore Clayoquot Sound. Clayoquot is made up of a number of inlets, with three major islands, Meares, Flores and Vargas. Meares Island was the centre of considerable attention a few years ago, when logging and anti-logging interests clashed over clear-cutting on the island. Meares is also the most interesting island from another point of view, as it lies completely within the sound, and can be sailed around without venturing onto the open sea. Flores and Vargas islands guard the outer edge of the Sound, providing sheltered waters on their eastern sides.

Saturday

I was supposed to get away with my dad, Les, in June, but work kept me in Victoria for another month. We didn’t know it at the time, but this turned out to be a blessing – in the whole week, we were going to have lots of sunshine, almost no rain, and a good sailing breeze for part of every day. We arrived in Tofino about 3 o’clock on Saturday afternoon, after a five hour drive from Victoria, and launched soon after at the 4th Street Public Docks (shown in the “cover” picture) . We found parking for the van and trailer only three short blocks away.

We left the docks at 4:40 pm, and motored north for a short distance through Deadman Passage, with sand banks to port and rocks and mudbanks to starboard. I should note here that as we travelled, we frequently left one channel for another, with the tide changing between fair and foul almost as often. The tide was ebbing on Saturday evening – in Deadman it was on our starboard side, as we turned west in Heynen Passage it was in our favour, then when we turned north again to Maurus Channel it was dead against us.

About 8:30 we anchored in a small cove on the northeast side of Vargas Island. This was still close to Tofino, and turned out to be on a busy corner. While well sheltered from weather, it was wide open to the wakes from the numerous water-taxis and whale watching boats that passed the entrance every few minutes. These carried on until late – not a good recipe for a peaceful night!

image004 Wayward Lass at anchor in the morning, with Lone Cone (on Meares Island) in background

Sunday

Next morning was a bit quieter, and we cooked up bacon, eggs and toast for breakfast before the traffic got going. Then we got moving, under power since the wind wasn’t up yet – this was the general pattern for the week, no wind in the early morning, a bit in the late morning, a quietish spell then a good breeze in the mid afternoon, lasting until evening. Once out of our cove, we headed northwest to Millar Channel, where we turned north. Near the top of Millar, around noon, a light wind came up, so we put up the sails and stopped the motor. (About the same time, we saw the only porpoise we were to see on the trip.)

At the north end of Millar Channel, Obstruction Island splits the channel into two – the passage to the west is fairly straight, but Sulphur Passage to the east is a more interesting, winding around corners and islands. We thought we’d make use of the favourable wind and the last of the flood tide, not to mention our shallow draft (a great comfort at times!) and sail through this route. The wind became fluky and unreliable behind the island, but never totally deserted us. At the most eastern part of the passage, we were drifting more than sailing, but once around that corner, we could feel some air again, so were able to beat down the next leg and see our way between Obstruction itself and the last islet of the chain next to it. Once through, we were quite pleased with ourselves.

We now faced a long beat westward to Sydney Inlet. The tide was starting to ebb (having changed channels, we now had the ebb in our favour), but the wind was against us. I lost count, but I believe we crossed and re-crossed that inlet a dozen times, with the wind strength going up and down, and often changing direction due to the hills and valleys either side of the channel. We finally rounded the point and started south down Sydney Inlet. Unfortunately, by this time the ebb was almost done, and the wind had gone around to the south, following the line of the channel, leaving us still fighting for every inch. Our goal was Hot Springs Cove, just around the corner at the mouth of the inlet. After all our work we were determined to reach Hot Springs, and we passed up one or two inviting bays on the east shore of the channel. One of these had several kayaks pulled up on shore, and tents on the beach. Smart kayakers — it took us another hour to reach the final point, and then we just could not get around it. The wind was almost completely gone, while a strong current was coming around the point against us. We tried for a good hour, but were either pushed back into Sydney Inlet, or towards the rocks where the gentle ocean swell was breaking in a most ungentle way. In the end, it was Honda to the rescue, and we motored into Hot Springs Cove, arriving at the Parks’ dock 10 minutes later. During this short stretch, we had the only rain of the trip, a shower that lasted until we had the shelter up. Since Hot Springs Cove was our only pre-determined destination, we celebrated with wine and a spaghetti dinner, with an excellent meat sauce brought from home.

Our galley arrangements might be of interest. To start with, we don’t carry a cooler on board. It would be too bulky, and we couldn’t keep the ice long enough anyway. Our solution was to put the perishables under the floorboards in the cabin. We kept bacon and eggs for three days this way, and they were still good – we finished them by then so I don’t know how long they might have lasted. Hard sausage, butter and cheese were still good at the end of the week. There was a bit of mould on the cheddar, but we scraped it off and the rest tasted fine. Beer and soft drinks went under the floorboards in the cockpit, since a bit of salty water won’t hurt them. The rest of the “galley” went in two plastic storage boxes. These are convenient, and the soft plastic doesn’t mark the paint when they’re moved around. Our stove is a two burner camp stove that runs off one pound propane bottles. The stove goes under a cockpit seat and the bottle, once started, is stored in the cockpit, in the open space under the motor well.

Monday

The next morning, we were up bright and early (well, early anyway) and by 7:00 were on the trail to the hotspring itself. This trail is about 2 km long, and is boardwalk all the way, with lots of stairs up and down. The spring starts a few metres above the high tide line, the water first appearing as it falls over a small rocky cliff – I found this natural shower a little too warm to stand under. The hot water then runs through a series of rocky pools, cooling as it goes. These pools are more or less natural – some rocks have been re-arranged to better hold the water, or for comfort – but they’re still small, rocky pools in the end. The best has a gravel bottom, and is big enough for 4-6 people (depending how well they know each other) to sit comfortably. We were lucky in that only two other people were there when we arrived – what it’s like when the tour boats come in I don’t know! However, I’d hate to see it developed – for me, the appeal is in the unspoiled surrounding. Happily, since the point is a Provincial park, it’s likely to stay as it is for a while at least.

After our soak, we hiked back for some breakfast, then at 11:00 we left Hot Springs Cove to go down the outside of Flores Island. This route is open to the Pacific swells – nothing between us and Japan – so we were careful to get an up to date weather report from the VHF. Favourable winds were predicted later in the day, but as there was no wind when we set out, we started off motoring. Once we were clear of Hot Springs Cove, a light south-west wind did appear, but it wasn’t enough to make us put up the sails just yet.

image006 Next stop, Japan!

We thought we might be able to start sailing at Rafael Point, an hour away, where the coast falls away to the southeast, and we could hold a course without tacking. As we approached Rafael Point, I saw a puff of spray shoot up from the surface. After a second, I realized it was a whale spouting! Soon we were able to make out three or four grey whales. First the spout would appear, then the whale’s back would appear as it started to dive. Once or twice we saw a tail come briefly out of the water – just like on the postcards!

image007 Here’s the only picture we have of a whale – see the grey hump in the middle of the grey sea? The mist is the spout, several seconds old.

We were pretty thrilled, but didn’t hang about too long – we were still very conscious of being on an exposed shore in a not very big boat.

Instead, we got the sails up as planned, and managed to sail slowly down the coast, but the wind wasn’t really strong enough. – the rocking and pitching from the swell was making the gaff and boom thrash around, so eventually we dropped the sails in favour of motoring again. Passing an unnamed point two or three miles southwest, we saw another group of three whales, so we were well pleased with our morning.

South of Flores Island, we motored back into sheltered waters, eventually turning north again into Millar Channel, this time turning into smaller Matilda Inlet to dock at Ahousat, where we topped up the gas tank, and re-filled our 5 gallon water jug. We decided to stay the night there, and take advantage of the special at the cafe (sweet and sour meatballs.) There’s a sizable marine railway at Ahousat, and at high tide that night they were going to put a fishing boat back in and haul a 53 foot cruiser – a huge fibreglass beast. The cruiser had lost one of its propellers, but the owner had spare props and shafts aboard. I went along at 10 pm and watched the show. The operator of the ways, who also runs the store and everything else there, gave instructions to the cruiser’s owner and several other men on the cruiser as to where he wanted it placed in relation to the supports, then disappeared up to the winch end of things to fire up the engine and start hauling. It was a very smooth operation, finishing with the boat out of the water, but still overhanging it, so actual repairs were to start once the tide allowed. (I took a look in the morning, at low tide, and the two inch stainless steel shaft had snapped off cleanly, just outside the “A” bracket. I’m told this is not an uncommon happening with stainless shafts on big boats – just one of those things rich people have to cope with.)

image010 Wayward Lass at Ahousat, looking across Matilda Inlet to the Indian village of Marktosis

Tuesday

We ate breakfast at the café (moral decay setting in!) then took a look at the chart. Our decision was to go around Meares Island, particularly as both wind and tide should be in our favour for several hours. We fired up Honda and set off back down Millar Channel, but we fairly soon felt some wind and put up the sails. About then, one of Tofino Air’s floatplanes came along, not wasting much fuel on altitude – it was so low that it swerved around us rather than flying over! Soon after that, we left Millar behind, cutting inside both beacon and rocks at the point in order to avoid any extra distance in the light wind. (By watching the local traffic, fishing boats and water taxis, we got a good idea of where it was safe to cut corners.)

image012 Sailing close inshore in light wind.

On leaving Millar, we turned northeast, sailing between some small islands on the way to Cypress Bay. On the way, we passed Hecate Bay, which used to be a big centre for logging activity. There was a big chip barge and a tug moored in the bay, but it didn’t look like a lot was going on.

image014 Here’s Dad toughing it out in Cypress Bay

At the north end of Cypress we lost the wind, so were motoring as we passed through the narrow entrance to Quait Bay, which opened out into a sizable sheltered anchorage, with enough room for a hundred boats. There was a big floating resort moored on the northwest side, catering for sports fishermen, but we didn’t attempt to land there, instead continuing on around the bay then ducking out an even smaller passage to the east of the main entrance.

The wind returned nicely about this time, and we were able to sail eastward towards the narrows at the north end of Meares Island, getting through them just before losing the flood as well as 95% of the wind. We had thought, in our innocence, that on reaching the east side of Meares Island we would pick up the ebb going south, but found that the current was flowing the wrong way! Some study of the chart and the guidebook showed that the flood goes all the way up the west side of Meares Island, across the north end, then down the east side (where we now were) before turning up Tofino Inlet in a northeast direction. And of course the ebb goes back the other way. The tide also flows east and west through Browning Channel south of Meares, but Browning is narrow, so a lot of water takes the long way north around Meares. All of which is to say we blew it and didn’t get any help from the ebb tide.

We started the motor again, heading south and looking into Mosquito Harbour, which is much nicer than its name. Coming out we were able to use the local wind and sail a mile or two, but once clear of Mosquito Harbour, we lost the wind – all the bays we looked into had their own winds blowing out, but I’m not clear on just what causes these.

We by-passed the next bay, since we could see down to the end, and the wind was blowing strongly out of it anyway. At the southern end of our channel, we turned east towards Tofino Inlet, not noticing right away that the wind had come up behind us.

When we did notice, it was hardly worth putting up the sails, so we kept on motoring around into Island Cove, then into another, tiny cove on the south shore of that – absolutely no wind here. As we putted slowly in, getting ready to drop the hook, we saw a young black bear foraging his way along the shore. He stopped and sniffed the air when he heard us, but didn’t pay us much attention beyond that. We passed by about 20 feet out, then circled for some more pictures. He just kept working his way along, and by the time we had the anchor set, he was out of sight. Made a great end to the day.

This also made me realize that I have to invest in either contact lenses or a new camera. I have an old Olympus SLR, but when I focus the camera now, I’m also compensating for my eyesight, so the resulting pictures aren’t as sharp as they used to be!

image015 A young black bear on the shore of Island Cove

We also saw (and heard) an eagle spiral almost vertically down to the beach, but before he could do more than peck at something he found there, five crows arrived and started to verbally abuse him with great enthusiasm. The eagle took himself off, pursued by one particularly aggressive crow.

Wednesday

As was usual by now, there was no wind as we started off at 8 o’clock, so we were motoring as we got properly into Tofino Inlet, heading towards the Kennedy River. The chart indicates this should be navigable, at least at high tide, all the way to Kennedy Lake, but there are drying areas, as well as at least one bridge with no clearance indicated. As the tide was low, we settled for going up only a few hundred yards before turning downstream again. We also looked into Kennedy Cove next door, where some old pilings were all we could see left of a cannery that thrived (throve?) there years ago.

Continuing up the inlet, we looked into another cove, slipping behind some small rocky islands to come out the back door. Dad was steering while I watched for rocks from the bows – I could see a rocky ridge below us as we passed out of the bay, but it was safely under our keel.

image017 Here we are up the Kennedy River, looking downstream towards the river mouth

Travelling the rest of the way up Tofino Inlet was an enjoyable if uneventful trip, getting a little sailing when the wind appeared for a short time, but motoring most of the way. We’ve found that a lower setting on the throttle gives almost as much speed as a higher, but it’s a lot quieter, so it felt like we were loafing along. We passed several small islands, including two that together almost cut off the head of the inlet from the outside world.

My goal was to have a swim once we reached the far end of Tofino Inlet, as the guidebook said this was the warmest water in the area. Okay, that may be so, but the rest of Clayoquot Sound must be damn cold! Up here it wasn’t quite gasping cold, but I didn’t stay in long. Getting back in Wayward Lass, I used as a step a line strung between cleats at either end of the cockpit – something I’ve thought about for recovering a man overboard. When I stepped on it, the line swung under the overhang of course, but it still helped me get aboard by on my own.

image019 Here’s a view of the head of Tofino Inlet

Just about then, about 12:20, the wind came up, a healthy one at last – maybe 10 knots. We motored clear of the islands and got the sails up about 1:00, then started tacking back down the inlet – do I need to mention it was against us? No? Okay then, I won’t.

We crossed the inlet at least five times, working our way southwest. As we left the last of the bigger islands behind, it started to blow harder, and we started to take some spray

aboard – lots of whitecaps by now. By the time we were back down near the south end, it was well over 15 knots, so we ducked in behind a handy island at about 2:30, and put in a reef. Then it was across the inlet again to Grice Bay on one long, wet thrash!

At its western end, the inlet narrows considerably, feeding into the even narrower Browning Channel. and the wind was funnelling through these at an estimated 20 knots by now, so sailing through seemed unlikely to succeed. In which case, we thought we would motor through Grice Bay. This large bay is mostly mud flats, with a narrow channel winding south of a biggish island to join Browning Channel further west. We thought it might be a challenge keeping off the mud, but it turned out to be dead easy, since the tide was well up. We navigated down what we thought ought to be the channel anyway, to be on the safe side. It was a trouble free journey until some floating weed choked the cooling water intake on Honda. Luckily, it also caught around the prop, and the change in engine sound caught our attention. I stopped the motor and cleared away all the crud, after which it started again on the first pull.

Once out into Browning Channel, it was just one long plug into the wind. Since the tide was going with us, it was a wet plug as well, with a sizable chop thrown up by the battle between wind and tide. We pounded a bit, but didn’t have to slow down. With the favourable tide we managed over 6 knots a lot of the way. The eastern entrance to Tofino has a big submerged rock blocking the channel, and our (old) chart didn’t show any aids to navigation, but we thought we would give it a shot, rather than add a couple extra miles to go around. A good decision, since we found a pair of lateral buoys marking the channel in – these were very close together, no more than 25 feet between them, so I was glad we didn’t have to judge it by the kelp alone! These markers must be fairly new, since the guidebooks don’t mention them – our Waggoner guide is only 2 years old. We arrived at the 4th Street docks at 4:45, and downed a couple of pale ales to celebrate.

image022 Les Orr in Wayward Lass, at the 4th Street docks, in Tofino

These docks are mostly reserved for commercial fishermen, so are busy all day and a good part of the night, but about 20% of the space is available for pleasure boaters. We shared “D” finger with a couple of big sailboats headed (separately) around Vancouver Island.

Waggoner passes on a glowing recommendation for the Rain Coast Café. We went there and found that he’s absolutely right, but he forgot to mention that quality costs. Our visit left a large hole in my wallet, although it was unquestionably the best halibut I’ve ever tasted, and the peanut butter pie was right up there with it!

Thursday

The forecast for Thursday morning accurately predicted fog, but it cleared early at Tofino, so after a quick bite at the Coffee Pod Café, (which I recommend highly for good foodand for its prices) we cast off for Lemmens Inlet. Right off the bat the engine sucked in some green, hairy weed floating at the dock and had to be cleared. Once we’d done that, we paddled clear of the crud and re-started. Once you get past a couple of islands to the north of Tofino, Lemmens Inlet carries on straight north, trying hard to cut Meares Island in half. It doesn’t quite make it, but it does provide a great day of sheltered, fog-free travel. Motoring up it, we took the narrower western route when the passage divided, successfully getting around the north end of the island by scraping past what we think was an oyster farm moored just off the shore. We wanted to look into a small unnamed bay to see if it would do as a shallow water anchorage, but ran into some eelgrass (a new Kevlar variety, I think) that wound itself firmly around the prop. I pulled up the motor and worked at clearing the grass while Dad started paddling our way out of the weed patch. It’s funny, in 2 ½ years, I haven’t had a problem with weed, but in these last two days we were stopped three times by it. Once out and clear, we abandoned the bay, since it was on the wrong side of the eelgrass, and headed on up the inlet. The next bay along is known as God’s Pocket, and it’s a good sheltered anchorage. We poked into another tiny bay inside, (God’s Watch Pocket, perhaps?) that was just Wayward Lass sized for anchoring. There was one nasty rock to avoid near the entrance, but once we were in, it was almost as nice as our nook in Island Cove.

As we came out into the main part of God’s Pocket, the wind came up, so we upped sails and motor and sailed out of the bay, then right up to the end of Lemmen’s Inlet. We had a good run going north, where we turned and started beating back south. Since the flood was running later every day, and we were up to Thursday now, it was still running and we had that against us. However, the wind was reasonably steady, and we made good progress back past God’s Pocket, (showing off to the two big sailboats still anchored there) down to where the inlet narrows between the mud banks. The wind was lighter now, but steady, so we kept sailing. I got out the lead line, but found I wasn’t able to get good results – maybe I need more practice, or maybe we were still moving too fast. Anyway, we found we could see the bottom in time to tack, so we were able to avoid any embarrassment. Eventually we sailed right out of the bottom of the inlet, feeling very smug (again!)

We were now at the east end of Heynen Passage, and had to work to windward again to take Deadman Passage back to Tofino. (No matter which way we turned, we had the wind against us because it was being funnelled by the land, and we were travelling generally west.) The current was stronger now, and we were making slow progress. On the plus side, though, the water had covered the mud, so we crossed our fingers and took a short cut over the banks east of Deadman, on the wrong side of several rocks and islets – we could just nicely make our course on a close reach. We could see the bottom, about four or five feet down, but as our maximum draft with the centreboard down is only four feet, all was well.

Once through, it was still too early to quit, and as we were pointed at the channel leading to the open sea, (well, not quite open, one more biggish island south of Vargas still offers some shelter) we carried on past the town. Off the point on the northwest tip of the peninsula where Tofino is located, is another small island. This effectively blanketed our wind, and we bobbed around near the rocks for a while, but the ebb finally pushed us out to where the wind could reach us again. We sailed around to a nearby cove where we had been told there were mooring buoys and safe anchoring. Didn’t see any mooring buoys, (found out later they’d been removed) and the wind blew right into the bay, where some healthy (for surfing) rollers were beating up the beach. Nowhere I’d want to anchor, for sure. We worked up to windward a bit, then turned back towards town. We got stuck in the same wind shadow, but this time the tide couldn’t help. We finally got through when the wind picked up, and we had a royal run down the length of Tofino’s waterfront – got a big thumbs up from the guy on the seaplane float, I wish we could have had a photo from there too.

Since no one was at the loading/unloading dock at the end of “D”finger, and it was parallel to wind and channel, a landing under sail looked like a good idea. We don’t get to practice these much, (I think this was our first) I wasn’t sure of our turning circle, and we had a good stiff breeze behind us now, so I was somewhat shy of hitting the dock. As a result, the first attempt positioned us nicely parallel to the dock, but 10 feet away. We were able to keep turning, though, and circled, making the second half of the circle into two 90 degree turns and finishing stopped against the dock, just like we knew what we were doing. After we moved to an overnight spot, it was back to the Coffee Pod for dinner. (I hate to admit it, but every time we were at a dock at mealtime, we caved in and went to a restaurant – brought half our food home with us. Ate well, though!)

Friday

On Friday the fog finally caught us. It was thick and grey, and only a few water taxis were going out. I guess with radar, GPS and digital charts they can handle fog without much trouble. We had a leisurely breakfast (at the Coffee Pod again!) and did what chores we could find on the boat – not many left after five full days on board. Then we remembered that we had the van nearby, so we topped up Honda’s remote tank from the spare can, and took the can for refilling. To Uclulet, 30 miles away.

Rather than unhook the trailer, and wonder where to leave it, we pulled it along. The spare gas can fitted nicely in the “U” channel for the keel, and a bungy cord kept it there, so we didn’t have the smell of gas in the van – very convenient.

We actually filled up before Uclulet, but we carried on, right through the town out to the southernmost point – both Tofino and Uclulet are on peninsulas, one north and one south. Then we located a boat ramp for future reference – not very fancy, and expensive, but quite usable for Wayward Lass. We could see fog around parts of the inlet there too, showing that we weren’t missing any sailing, so we took time out for a coffee.. However, it doesn’t do to take chances, so we were soon back on the road to Tofino.

image024 Fog on D dock, at Tofino’s 4th Street docks.

As it happened, when we reached Wayward Lass the fog was definitely clearing, so we cast off right away. The tide was low, so we were careful to keep between the markers in Deadman Passage. There’s a dirty big sandbank on one side, and a dirtier big rock on the other to keep you honest, here. Once we had a clear course through, we got the sails up and worked our way through both Deadman and Heynen passages, and into Maurus Channel. At the point where we turned up Maurus Channel we ran into the fog again, however, we had the radar reflector to keep the water taxis off, and the GPS to back up our dead reckoning. Before the trip, I had entered waypoints from Tofino to Hot Springs Cove, in case of fog, and we were back on part of that route so these waypoints were ready if needed. We were in thickish fog for a mile or so, then we sailed out of it and left it behind. We sailed to the point beside our first night’s anchorage, where the tide and wind coming around the north end of Vargas Island met us head on, then started the motor, thinking of an “outside” trip around Vargas. However, a weather check told us that fog was still thick outside, and 25 knot winds were predicted for the afternoon, so we abandoned that idea. We’d been tossing it around for a couple of days, but between fog and higher winds forecast out there, we hadn’t tried it. I guess we were lucky to have had one great day outside the islands, never mind asking for more. Instead, we turned north for Cypress Bay and raised the sails again, planning to anchor for the night in Quait Bay. We now had the wind behind us, as well as the flood tide, so we were soon making good time, hitting 6 knots at times.

About mid-afternoon, I thought I’d try out the jib. This is shown as an option on the Chebacco sail plan, and I made one last winter. I haven’t had much luck with it, but haven’t used it much either. I decided that if I got all the strings just right, I could set such a small jib without leaving the cockpit. It took a couple of trips to the bows to get the strings set up, of course. At the beginning of the week I had put a line up to a block to use for this and/or the radar reflector, so at least I didn’t have to climb the mast! Finally, everything was ready. I put the sail on the cabin roof and started pulling the halyard and downhaul (there’s no stay, the jib is set flying.) It went forward and up as planned, but the sheets took the opportunity to wrap themselves firmly around the downhaul, and it took two more trips forward to sort this out. I should have kept a firm tension on the sheets as the sail went forward, I think.

While I was doing this, Dad sensibly kept us on a bit of a reach, rather than running straight downwind, so I wouldn’t get whacked by the boom if we gybed. However, it was getting to be time to gybe before we ran out of water. We noticed the lee-side mizzen sheet had caught in the pulled-up motor, so I loosened that and cleared it, then Dad started to put the helm over. However, I hadn’t pulled the mizzen sheet back in enough, because the mizzen sail suddenly swung forward in the cockpit with us! Dad put the helm back where it was, to stop the gybe. But the wind got behind the main anyway as we worked to clear the mizzen, and we had a lulu of an uncontrolled gybe. We saw it coming, so no one was hit by the boom or caught by the sheet, but the gaff finished up vertical, ahead of the mast on the windward side, with the mainsail wrapped around the mast to leeward and the boom cocked up at a jaunty angle! Luckily, we were able to gybe back and clear it all, and then gybe a third time onto our new course before we hit any rocks (remember why we started all this?) A fair bit of a schemozzle, but personally, I blame it all on the jib.

We sailed a while longer with the jib set, but it really is too close to the mainsail to work properly. So far it’s been a failure – other Chebacco sailors, Fraser Howell for one, have successfully used a jib, but only with a bowsprit, and I have no plans to add one of these at present. I’ll keep the sail anyway – maybe I’ll want it for a downwind run sometime when it’s blowing too hard for the main.

By now we were nearing Quait Bay. We took in the jib, with my patent “from-the-cockpit” method working smoothly this time, and chose our course to allow for the brisk wind, which of course promptly died. Dad still had the helm and he persevered, slowly working us into the entrance. At this point, we felt a slight breeze follow us in, and we kept that all the way to a nook at the far end of the bay, where we rounded up to anchor at 4:45. I didn’t drop the anchor immediately when we turned, as I wanted to back down a few feet.Wayward Lass, though, didn’t want to stop sailing, and forged ahead in the light air, even with the mainsheet slack – I guess the wind was light enough that the weight of the boom held the sail in position. So we anchored first, then furled the mainsail, then lifted the anchor off the bottom and backed down as first planned.

Ham with rice was on the menu, and I tried to follow my wife’s instructions for cooking the rice, but couldn’t make the stove simmer. Instead, I turned the heat right off after bringing the water to a boil, but this way the rice was taking forever to cook. To while away the time, I took in the mizzen, which had been left up, sheeted amidships. Right away, we started to sail around the anchor, even with the rode in the Jonesport cleat, leading directly over the bow. I put the mizzen out again, sheeted it amidships, and bingo! – we were head to wind again, dead steady. Then I added more water to the rice and boiled it into submission. We had the last of the wine to celebrate a successful cruise, and to distract us from the now soggy rice.

While we were anchored here, we saw a burst of bird life. An eagle snatched something out of the water and landed on a rock on shore to eat it, and a kingfisher also dove in for his dinner – didn’t see if he got anything, but he flew away and didn’t come back. We saw some divers (later identified as red-breasted mergansers) patrolling the water’s edge. They would put their beaks and eyes under water, then swim quickly along. One suddenly put on an extra burst of speed, and dove under. A second later it was on the surface again, flipping a fish around in it’s beak, then bang, the fish was gone. Evidently this was a prime spot for fish dinners!

Saturday

After a peaceful night, we were up early to take advantage of the ebb to get to Tofino. I’m not sure why, as we were motoring again and could have easily beaten the tide. Still, it’s the nautical thing to do, right? The forecast didn’t mention fog at all, but still called for winds of 20 knots on the outside, so the round-Vargas idea stayed dead. It was time anyway to get back to town, and get on the road home. To speed things along, we didn’t have breakfast, just grabbed a snack on the way.

As we travelled south, we passed a tug pulling a barge, loaded with a grapple and a grader, towards Hecate Bay, so maybe things aren’t as dead there as they looked. We also had a second sunrise as we motored along, as the sun climbed above a narrow but heavy layer of cloud in the east.

I was thinking that despite our early arrival at Tofino, we’d have to wait for the tide to bottom out, then rise a bit before we could recover the boat, since on such a low tide the water would be down to the end of the ramp. However, the tide behind us did it’s work well, we made 6 knots over the ground most of the way, on an estimated 5 knot throttle setting, and with this on top of our early start we arrived two hours before low tide. I hustled off for the trailer, and after several attempts managed to get it in far enough, without putting one wheel or the other in a hole. Then I went over to “D” dock where Dad was waiting with Wayward Lass. Usually I like to be ashore to guide the boat on by hand, particularly since I learned that the keel can hit the ends of the steel frame if it misses the centre bunk, but in this case I was too lazy to walk all the way back to the ramp. We both stayed aboard, and made a “hot” landing, luckily putting the keel right in its U-shaped bunk. Definitely more luck than skill, since the current was pushing us sideways at an unknown rate!

And that was the happy ending to an entirely satisfactory cruise of Clayoquot Sound. We hauled Wayward Lass out, unloaded and unrigged her, then before starting for home, stopped for a last breakfast at (where else?) the Coffee Pod Cafe.

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Life is good!

The Chart

When I read accounts of coastal cruising, I always want to see where they went, so I’ve attached a copy of the large scale chart for Clayoquot Sound. Brown indicates land, blue is water, and green is where it dries at low tide. I’ve roughly indicated our track in red. The numbers refer to places mentioned in the text. I’ve emphasized the shoreline, but haven’t attempted to show all the rocks and small islands. My hand may have slipped here and there, so if you know the area and something doesn’t look right, it probably isn’t. If you’re reading this on-line, it’s going to be small, but hopefully you can enlarge it enough to read the numbers and see some detail. If on hard copy, a magnifying glass helps.

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The chart is plagiarized from the Canadian Hydrographic Service chart number 3640. This is an old chart, (my copy of the chart is about 25 years old,) which was superseded when the hydrographic service changed over to metric charts. My apologies to the Service, along with my thanks for this and all the other excellent charts they produce.

***

Launch of Buster – Randy Wheating

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Hi Richard

Congratulations on the launch of your Chebacco.  Built and launched in
one year, that is light speed from my perspective.

I finally launch my Chebacco, Bluster, at the Stave Lake (one hour east
of Vancouver) public ramp on July 7th.  I have been puttering away on
this boat for over five years.  I still need to build the masts and
booms and I have purchased the Sailrite kit all of which will be next
winter’s project.  I am thrilled with the final results.  She handled
the five adults and two children easily for the inaugural one hour
cruise on a typically warm and rainy west coast day.

Bluster is a sheet ply Chebacco with a few minor changes:
The keel is laminated solid fir
Cabin top is raised two inches and the cabin sides pushed out to
line up with the coamings.
Transom is one continuous with a cut out for the motor
Motor well is slightly smaller (fits two 3 gal gas tanks)
Coaming is continuous along the aft section (no cut out)
Rudder and rudder post are welded aluminum
Mast to be deck mounted on a welded aluminum tabernacle; shrouds and
fore stay required
Plank style bowsprit with anchor roller and fore stay for jib

I splurged out and purchased a 5 hp Honda four cycle outboard motor
which I am very pleased with.  I purchased the optional ‘power prop’
designed for displacement hulls.  This prop gives me about 1/2 knot more
speed over the standard prop at all throttle settings.

On the weekend of July 13th  Lisa and I took Bluster out for her first
salt water and overnight trip.  We live close to the end of the Port
Moody arm of Burrard Inlet (the mouth of which is the city of
Vancouver)  We planned to travel the end of Indian Arm which is the
longest arm of Burrard Inlet, the end is about 30 km from Vancouver. We
launched at Rocky Point at 6:30 pm on Friday night and we were dropping
the hook around 8:30 pm in Bedwell Bay off Indian Arm.  I am new to
anchoring so I reset the anchor once and tested it before we tucked into
our cockpit candle light dinner.  We spent a fairly comfortable night
but awoke several time to check on things.  I noticed that Bluster would
dance around in the slightest of breezes (up to 180
degrees) not  on the anchor but just on the weight of the anchor line.
The large, heavy,  motor yachts  in the anchorage did not budge.   Maybe
the mizzen and centreboard would buffer this movement.  The night was
warm and the mosquitos  had a go at us.  Note to me – need a screen for
companionway opening.

Up at 7:00 and motoring away from anchorage by 7:45.  We cruised over to
the village of Deep Cove and tied up at the public wharf. Walked  into
town a found a cafe for a big breakfast.  After this in a warm but light
rain we motored north 18 km to the end of Indian Arm.  Stopped once to
brew up a coffee on my single burner hiking stove.

We motored steadily all day and the Honda (with standard prop at this
time) just purred along.  GSP gave us 5.5 knots at half throttle and 6.1
at full.  Even at a fast idle we moved along at 2.9 knots. Used
approximately 3/4 of the 3 gal gas tank for the entire cruise.  Lisa
thinks we should skip the sails as it will just complicate the fun and
she would lose her seat on the front of the cabin top.

Arrived back at the ramp around 3:30 pm on Saturday at an extremely low
tide.  No retrieval problems.

Since this trip we have been out for several day cruises with the
children (Jacob 7, Sam 5) for family fun.

I have attached some photos.

Thank you Richard for all the work in maintaining the Chebacco site.

Randy Wheating
Port Moody, BC
Richard Spelling wrote:

> Wonderfull looking boat. Looks like you spent the 5 years well.
>
> Why solid wood keel?
>

Years ago, when I was getting around to the keel, I had never heard of a hollow
keel and it seemed vulnerable in the case of groundings or trailering.  I also
had a supply of really old rough cut 2″ boards in my father’s barn that need a
purpose in life.  Through work (industrial fiberglass manufacturing) I had
access to some kevlar scraps that I used to encase the keel.

>
> Transom and aft deck looks good, why did you do it that way?

I though the original drawings were odd in that it cut away all but 2″ of  the
transom and then bolted a motor mount plank across the hole.  Therefore, after
much pondering, I went with the solid transom.  I needed to attach a little
wedge to the transom to get the motor angle right.  I recall Brad Story’s
version have a solid transom.

I also did not care for nor understand the purpose of the big cut away into the
motor well from the cockpit and then adding a plank for the mast/tiller so I
made this solid and added a little access hatch under the tiller to get at the
forward part of the motor well (through which I can slip a 3 gal Honda gas tank)

>
>
> BTW, love your floor boards. Look much better than mine. Pine?

These boards are the cheapest wood on the boat – scrounged from a lift on
utility grade 1×4 spruce we use for pallet building at work. I just cut to fit,
rounded the edges and varnished.  My plan was to replace with some nice fir
boards in the future but the pallet wood seems to look fine.

>
> Welded aluminum rudder post? 2″ I thought of doing that, but didn’t think it
> would be strong enough.
>

So far, so good.  I copied  Fraser Howell’s idea and I have access to an
excellent welder at work who could whip it up for me.  I fabricated all the
metal work (tiller bracket, chain plates, anchor roller mounts, fore stay
brackets) and had these professionally galvanized.

>
> Interesting, you are trading standing rigging for a simpler tabernacle, and
> a usefull jib. Let me know how it turns out. Don’t forget the compression
> load on your mast now.
>

I do not expect the standing rigging to be a big deal and I wanted a nice tight
fore stay for the jib.  The mast is actually to be cabin top mounted on an 1/2″
thick by 9″ tall hinge.  I laminated the forward bulkhead to 1″ thick to act as
a compression post.  Cut a square hole in it rather than a round one as per the
drawings.

>
> Don’t let Lisa convince you to loose the sails. There is something about
> flying along in silence with nothing but the wind pushing you that can’t be
> matched by motoring.
>

You certainly do not need to convince me.  I am busting to get sailing.  Lisa
has not really had any sailing experience to speak of so I am eager to share
this with her.  I have learned to go slow.  As they say:  “When the momma is
happy, everyone is happy.”

Cheers,
Randy

***

Miscellaneous boat ramblings – Richard Spelling

“It’s a Chebacco. No, it’s a yawl, not a ketch. Yes, I built it. Thank you.” Well, if nothing else I meet lots of people.

At least they don’t think it’s a fake boat!

You know, life is funny sometimes. I built this boat to take the family, and in particular the wife, out camping and sailing. The wife likes the boat, but she still left and took all the kids. Life is change, I guess. At least I got a boat out of the deal. Know any girls who like to build boats? More to the point, know any girls who like boat builders ?

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Out sailing, some of the hard to get pictures of your boat sailing. Quite windy, put in a reef and went splashing through the big waves where the wind had a couple of miles to build up waves just after this. Beat to windward, run back and beat to windward again. Much fun, got water on the inside of the windows! (hatches were open). Ex 6 year old stepdaughter had a blast.

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Hey! I want one of those. Picture of a powered parachute buzzing around. Right is a picture of the recycled electrical panel I made for the boat. Was a panel for some computer equipment I salvaged from the trash. Some 50 cent switches and fuses, and some holes bored on my homemade milling machine, and presto, switch panel.

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Anchor well, anchor rode, and launching rope. Wedge under motor to give proper trim angle. I put this on because the back would dig in at full throttle, and I thought the trim was off on the motor. Back still digs in, I guess I’m climbing over the bow wave. No matter, when the motor is tilted up it rides lower with the wedge, less chance of water going up the exhaust and into the cylinders now. Also, you can’t pull the motor off strait up, you have to slide it off sideways now. And, there is a plate screwed on with with epoxy blocking the screwdriver slots on the soft brass screws to prevent sideways sliding. Theft prevention. Right is battery charger.

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Foam and boards to go on the seats and the berths. Going to try my hand at upholstery. Note clean empty living room. One advantage of being single again, I can work on boat stuff in the house!

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Prototype of hitch mirror. Doesn’t work, moves and gets out of alignment due to the wonderful roads here in Oklahoma. Thought was to let me see the hitch in the rear view mirror for hooking the boat up singlehanded. Designing Mark II now. Right is a picture of the storage areas under the berths.

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Here we are launching a friends Micro in Grand Lake so we can work on the trailer without jacking the boat up. This is so we can take both boats out sailing.

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OK, I lied. It wasn’t Grand Lake.

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Modifications to the trailer to fix the lights, and to encourage it to sink…

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David: “I’m not going in there!” Me: “It’s not like it’s a sewer or something!”

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Me: “Yuk!”

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Hint: Do not drive an old trailer with 8 inch wheels in a rocky field with holes deeper than 8 inches, you will break leaf springs. Right is emergency repairs.

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Micro goes back in it’s barn. I guess we are only taking one boat out.

 

***

—-Original Message—–
From: Richard Spelling [mailto:richard@spellingbusiness.com]
Sent: Monday, March 25, 2002 10:52 AM
To: Mike Haskell
Subject: Re: Request in next newsletter

Sure, no problem. Maybe we should ask them to register so
everyone has thier email addr?
Put the side decks on, and started the mast this weekend.

—– Original Message —–
From: “Mike Haskell” <mike@AdventureQuest-USA.com>
To: <richard@spellingbusiness.com>
Sent: Monday, March 25, 2002 9:45 AM
Subject: Request in next newsletter

Good morning Richard,

When you complete the next newsletter, would you put in this request:

To all Chebacco lapstrake builders. My name is Mike Haskell and
I plan to start building a lapstrake Chebacco in the summer of 2002. By scouring past articles in the Chebacco News, I have deduced that the following may have, or have built or are building lapstrake Chebaccos:
Marc Lindgren
Allan Bell
Bill Parkes
Bill Meier
Jerome McIvanie
George Cobb
Gil Fitzhugh

Would each of you be willing to respond to me off list. I’d like to have your e-mail addresses, so that I can contact you to see whether or not I can pick your brains as I get into this project. Gil, since you and I have already correspnded, you need not contact me again–I have your address and you are currently at the top of my “When I Need Help Call______” list.

Thank you to all who respond–and there is a prize. If you ever get to Maine, stop by Bowdoinham, we’ll go sailing or kayaking, and I’ll treat you to a bowl of the best lobster stew you’ve ever eaten.

Sincerely,

Mike Haskell

Mike Haskell, President/CEO
Adventure Quest-USA
Leadership That Gets Measurable Business Results, Guaranteed!

Forging Business Leaders Who
-Create Effective Work Teams
-Increase Productivity
-Deliver Measurable Business Results
mailto:mike@AdventureQuest-USA.com
http://www.AdventureQuest-USA.com

Chebacco News 21

Chebacco News

Number 21, June 1998

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SYLVESTER scoots along in a sea breeze

Why so late?

You’ve probably noticed that this issue is about a month later than usual. The explanation is that there wasn’t enough material from our readers to fill an issue until now. Anyway, there’s some good stuff now, so I hope you’ll find it’s been worth waiting for.

Reefing (again!)

I’ve made some very simple modifications to the reefing system on SYLVESTER that make reefing under-way a much more managable process. In essence, all I did was to move the horn cleats for the pendants to a point about mid-way along the boom; making them easier to reach without leaving the cockpit. The pendants at tack and clew are left in place at all times, and just hauled in (tack first) as the occasion demands, just as Brad Story described a few issues ago.

I had a chance to try it out in anger last weekend; I took in a reef when things got blustery, and shook it out again when things quietened down a little. It worked very nicely.

Building the Coach-roof

Builders tell me that one part of the plan that takes a lot of thought is the construction of the coach roof. Here’s how I did it.

First of all I put on the cabin sides – just cutting and trying until they fit, not forgetting to cut the elliptical holes for the windows before finally gluing them in.

Next job is the framing for the roof – not too difficult joinerywise, but it takes a bit of study of the drawings to figure out what’s needed, allowing for the right clearances for the mast slot and hatch hole.

This is all faired up in preparation for the top going on.

I made the top from 1/2″ ply – it takes a LOT of bending – Two layers of 1/4″ might be easier. The top is made in two halves – port and starboard. I glued and screwed it to the centeline first – LOTS of screws to make sure it stays down.

I found, when bending the curve into the top the framing started to sag, so I placed some temporary props between the framing and the bottom of the hull to try to minimise this sagging.

I then applied glue to the rest of the framing and applied my full 180+ pounds around the edge as I put in the screws. This is the hardest bit, because if you stop half way through, with not enough screws in, it’ll just pull out and spring up. I’d recommend a screw every 4 inches or so.

Finally I removed the props and there was a little sag in the roof. No big problem, but it does mean the hatch sides need to be convex along the bottom and require a bit of fitting. Once the hatch sides are on, and the framing of the mast slot, the whole thing is as stiff as you could wish for.

I hope this is helpful.

framing

Cabin sides in place and framing for the coach-roof completed

Jamie Orr Pours Lead in his Centreboard

Jamie writes:

Here are the lead pouring pictures.

First, some reminders:

  • Pick a dry day or work under cover. Molten lead will splatter if it contacts moisture.
  • Clean up your work area. It’s obvious from the photos I could have done a lot more in this regard. (Also, I think we could have had the stove in a less vulnerable position, so it couldn’t be easily knocked over. On the other hand, it didn’t get knocked over, and was at a convenient height. Take your pick.)
  • Lead stays hot for a long time, watch your fingers.
  • Wear protective clothing, and don’t breath the fumes.

Now, what we did.

We drove four big nails into the edges of the hole in the centreboard to anchor the lead. This was only just barely enough, and the lead was a bit loose after it cooled and shrank. Some epoxy around the edges fixed that.

A piece of steel plate was clamped to the underside of the board. I wire brushed the plate as it was a bit rusty, but didn’t do anything else. The books favour some blacking or soot, as well as preheating the steel, to prevent the lead from sticking, but we had no trouble with it. The board was carefully levelled on sawhorses.

The lead had been previously used to seal the removable top on a 45 gallon drum, so it came as a thick strip about an inch thick. Dad bandsawed it into chunks while I set up the board. We fired up the backpacking stove, put the pot and lead on, and put a 3 lb coffee can over the whole thing (both ends cut out of the can!) with an air space at the bottom. The can acted as a heat reflector, wind shield, and chimney for the stove, greatly increasing the heat to the lead.

It took about six minutes to melt 2/3 of a pot of lead, or about 6 lbs. Beeswax is supposed to help impurities float to the top of the lead, but they seemed to float up quite well without help, so I didn’t bother with the wax after the first lot. A tongue depressor removed the dross nicely. I found the easiest way to hold the pot was with vise grips, ignoring the bail, at least for this pot. (The pot was bought originally for bullet making, from a sporting goods store.)

I didn’t pour the lead all at once because I only had a small stove and pot. Because the first (learning) pour was on the small side, we had to do a very small fourth pour. Also, this last pour was delayed, so the lead already poured may have cooled a bit. In any case, this last, fairly thin pour didn’t bond as well to the already poured lead. When I started to level the excess, the edges tried to come up like the edges of a pancake whose middle is stuck to the pan. After I had the excess levelled, I drilled two corners and put one inch wood screws in them. Along with the epoxy already mentioned, this fixed the problem.

As an aside, I found the best tool for levelling the lead was the electric plane. I did a final finish later with the belt sander when I was fairing the edges of the board. The lead didn’t seem to hurt the plane – if in doubt, rent. Note that lead shrinks as it cools, so it should finish about 1/8 inch above the surface when poured.

Altogether, this made a nice change from epoxy, and was a whole lot easier than I thought it would be.

leadmeltleadpour

Melting, and pouring the lead.

George Cobb’s hull nears completion

George Cobb, of New Brunswick, Canada, sent me a bunch of photos of his beautifully crafted lapstrake Chebacco-20 hull. George writes:

I enclose photos going back to March ’97. I started Aug ’96 but spent most of that winter on spars, CB & trunk, rudder etc. working in the basement. As you can see from the photos, my shed doesn’t have enough room to build a boat of this size. Most of the construction went smoothly. Some trouble lining off the lap lines becuase I didn’t have room enough to stand back and look at them.

In the latest photos I am in the process of applying epoxy & the fiberglass to the deck. I have just started on the cabin. I laminated a rounded front as I did not care for the pointed look in the plans. I made very few other changes to the plans. Still have cockpit coaming, cockpit sole, toerails and rubrails and various trim pieces. All hatch covers are made except for the one for the companionway. When finishing and trailer are included I doubt if I will be launching this year.

cobb1

Starting planking – note the ‘lining off’ battens.

cobb2

The turnover ceremony.

cobb3

Starting to fit out the hull

cobb4

The cockpit nears completion

Ed Heins buys Burton Blaise’s hull

So I was pondering the next project, either a Light Scooner, a Chebacco, or one of the sets of Jim Michalak’s plans that are residing in my “projects pending” file, when lo and behold, Burton Blais posted an unbelievable deal for his Chebacco hull which made up my mind all at once and made me the newest builder on the Chebacco news list. The deal was even more attractive, as Burton, up in Ontario, is only a few hours northwest of us here in Frostbite Vermont. Burton, by the way has done a magnificent job thus far. That about covers the upside of the situation.

The downside? Well, convincing my wife Deb, was the next step. Of course it seems Deb, beautiful flower of English womanhood that she is, was somewhat less than overwhelmed at the marvelous opportunity of having yet another “bloody ship” in her back garden. Fortunately, the age old solution of providing a “quid pro quo” of greater value than the object in question, (this time in the form of a tennis bracelet) worked to perfection and the necessary political groundwork had been laid. Which then left only the logistic issues to be solved.

Downside #2, we had no trailer to transport this beast. After a caucus with Bill Samson about trailer requirements, however, I petitioned a friend to loan me the trailer from his 15′ plastic puffin which theoretically just got me enough snubber to axle length to balance the Chebacco. One small problem it seemed however was that like most Vermonters, maintenance on said trailer had been sadly neglected, so before embarking I had already rewired the lights, changed out one wheel bearing and being a Vermonter myself felt that I could get by with just repacking the other 3. Mind you I had never seen a Chebacco up close and personal, so I’m envisioning at this stage, how this is going to fit.

The morning of May 16 broke sunny and warm, a lovely day for the drive. We headed west across Vermont, caught the lake Champlain ferry just north of Burlington VT and landed safely in Plattsburg, New York. From there we headed northwest up route 190 and transitioned to US 11 at Ellenburg Depot. We left US 11 at Malone NY ( a rather niceish town with a hellatiously big Kmart, best described as a Tescoish thing for our British readers). Anyway the significance of the Kmart is that there are none in our small locale so it was planned to stop on the way back

to satisfy her majesty’s shopping fix. US 37 leaves Malone and runs west along the Canadian border to where we planned to make the border crossing. All was well here until we discovered 25 miles of roadworks with no feasible means of avoidance. Hence, 25 miles of dust and gravel later we were back on rt 37 heading towards Massena New York.

Now, Cornwall Ontario is a small city. At least on the map it looks substantial enough to warrant a signpost on the freeway. However… as with our US mapmakers who show Canada as a big beige empty block above the US border, I suppose the powers-that-be assume that just a reference to “Canada” should be sufficient for the average ignorant yank motorist. Therefore, the only signpost along the road reads “Industrial Plants Bridge to Canada”. Now it seemed absolutely logical to me to think this meant “THE Industrial Plant’s bridge to Canada”. There was an enormous factory there, and it’s not unheard of to have a factory in these parts span the border. (That’s my story and I’m sticking to it) Anyway, needless to say, 6 miles farther down the road we came to the realization that in fact this was the ONLY bridge to Canada. A clandestine U turn with a trailer across one of those “Emergency Vehicles Only”

median crossings and we were headed to Ontario.

Border crossing south to north was no big deal. The Canadian folks were friendly courteous and checked Molly the Bassett Hound’s rabies papers, and passed us right through. Burton God bless him had given excellent directions so the remaining miles were insignificant.

Until we arrived at the Blais’ estate and I got a look at the Chebacco, upside down on it’s building frame, and was appraised of the size of a completed Chebacco Hull. I would have sworn that it would never fit on the dinky trailer hitched to my minivan. Not wanting to admit defeat however, we pressed on and horsed the hull out of the temporary shed. With the help of a willing neighbor turned it was over for the first time. I have the feeling that if Burton had turned this over prior to my arrival, I probably wouldn’t have gotten a chance at the boat.

This was one pretty hull all trued up with the bulkheads and temp frames still inside. But onward….

Downside #3, Back to the Vermonters lack of trailer maintenance. It seems the trip had broken loose a couple of ancient weld patches and there was no way the trailer would have survived an overload condition in that condition. Thankfully another of Burton’s neighbors came to the rescue with a grinder and welding rig, and an hour later we were back in business.

Back to Burton’s, to load up the hull. Cripes it overhangs. Well at least the bunks fit more or less on the flat bottom although they’re somewhat short for the job. A bit of gerryrigging got her sorted and tied down & we were off back south.

Actually it trailed not too bad. There was a minor skirmish with the US customs who first after inquiring about my 2 children in back, (one boy, one dog, OK that put me off) then their obvious struggle with how they were going to get a Coast Guard safety registration certificate on an unfinished hull. (I’d love to see the exam for customs agent) Finally they acquiesced to the fact that this was really lumber at this stage so there wouldn’t be duty.

We made the obligatory stop at Kmart as promised, spent the night in Ellenburg Depot and returned uneventfully with only a few scratches in the paint to show for the ordeal.

This weekend, marks the building of a proper cradle and 8 strongbacks to horse the hull off the trailer and hopefully embarcation of further boat building exploits. Stay tuned. I’m a little overwhelmed at where to begin.

Cheers

Ed Heins

For Sale

I want you fellow Bolgerphiles to be the first to know that Catfish Lounge [a Catfish Beachcruiser] is going to be offered for sail, er, sale, to make way for a Martha Jane. Price of the Lounge is $4,500, and includes an excellent Pacific galvanized trailer and a year-old Honda 2HP motor. If you have an interest, or are interested in learning more about the boat, send me e-mail. (Both the boat and I are in the San Francisco Bay area.)

John Tuma <jtuma@sjm.infi.net>

What about an aluminium rudder?

Fraser Howell sent me this photo of his aluminium rudder. He is very pleased with the way it works. It’s very strong, too. It’s worth noticing that the rudder is in a particularly vulnerable position when a Chebacco is being launched from a trailer. Careless launching can mean the rudder hits the slip when the boat slides off the trailer. It is comforting to have a really strong rudder!

frudder

Fraser Howell’s aluminium rudder

And finally:

That just about wraps it up for this time. Please, please, please keep your news and photos coming. They are the stuff that Chebacco News is made of!

Bill Samson,

88 Grove Road,

West Ferry,

Dundee, DD5 1LB,

Scotland.

<wbs@sol.co.uk>

Chebacco News 20

Chebacco News

Number 20, March 1998

 

SYLVESTER makes an overnight trip

We don’t get much news about trips in Chebaccos, so here’s an account of one I did on 5th August 1997. It’s based on notes from SYLVESTER’s log (Yes! I keep a log of all my trips – Is that sad or what?). Low water was due at 11 am, so I got down to the shore at 10, rowed TWEETIE-PIE (my June Bug) out to SYLVESTER and got her ready.

lei0016

SYLVESTER at her (his?) mooring

I was underway, single-handed, in a force 3 Easterly, at slack water at 10-30 am.

The Tay is a rather shallow estuary, with loads of sandbanks and very few buoys to show you where they are, upriver of Dundee.

lei0013

Heading upriver, towards the Tay Road Bridge.

It was my intention to get upriver to the Earn – which enters the Tay from the South, just West of Newburgh – and to motor up there to Bridge-of Earn. But . . .

estuary

The route taken by SYLVESTER (The total extent of this map is about 25 miles E-W)

You’ll just be able to see, on the map above, that there are two bridges across the Tay. The Easternmost is a road bridge, and the other is a rail bridge. I had a pleasant run upriver until I passed under the rail bridge. Just beyond the bridge I ran aground on a sandbank, but the flooding tide soon lifted me off again.

taybridg

Just about to pass under the Tay Rail Bridge

From then on, I paid close attention to my charts, and avoided the sandbanks, most of which are on the North side of the river. The banks are complicated around Newburgh, but there are some pint-sized buoys to allow boats to thread their way among them. The locals amuse themselves on a nice afternoon by watching yachtsmen come to grief – often having to spend the night on a bank!

towing

TWEETY-PIE (a June Bug) towing astern – Tay Rail Bridge in the background.

The mouth of the Earn is not far beyond Newburgh, and I headed for it. Unfortuately, no-one had warned me that you need to keep well out in mid-stream before turning up the Earn, so, once again, I ran aground. By this time, the wind was gusting force 4 or 5 and things got a bit fraught. Even though the tide was flooding, I kept getting blown higher up the bank. I dropped the sails and started the outboard, hoping to motor off the bank. Unfortunately, the propellor had an argument with some rocks and the shear-pin broke.

My only option, now, was to continue sailing – The Earn is too twisty and narrow to sail up, so I decided to continue up the Tay. I eventually managed to pole myself off the bank and made my way under main alone up to Inchyra, where there are some moorings on the North side of the river, belonging to the Civil Service Sailing Club.

inchyra1

At anchor – Inchyra.

I dropped my hook (a 15 pound Danforth), replaced the broken shear-pin and rowed ashore. I had brought the June Bug with me, under tow. Two of the Civil Service guys were there and made me very welcome with a mug of coffee. They also pointed out a spare, permanent mooring that I could tie up to for the night, and save me the trouble of anchor-watching when the tide turned.

Having moved to the mooring, I rowed ashore again, tied TWEETY-PIE to the jetty and walked the mile and a half to the nearest pub, the Glencarse Hotel, for a pint and a sandwich. I got back to the jetty a couple of hours later, about 9pm, and found TWEETY-PIE dangling by her painter down the side of the jetty – It was approaching low water again! A hot drink, contemplate the sunset, then off to bed.

inchyra2

Sunset at Inchyra

Next morning, I got up at 5am, had breakfast, and set out at high water – 6am. There was no wind, so I motored back all the way, dodging the sandbanks, and got home at 9.30.

Verdict? I don’t think I could have been happier with any boat, than I was with SYLVESTER (and, of course, TWEETY-PIE).

More about Reefing systems – a two-way conversation

Following Brad Story’s account of the reefing system he uses on his Chebacco, Bob Branch got back to me with some suggestions of his own. This led to a two-way discussion of possibilities that may be of interest to Chebacco-riggers.

Bob wrote:

Thanks for issue #19. Another good job as always.

That was a nice pic of the “c” under construction under the lean too. [Jamie Orr’s hull]

A suggestion on the reefing system Brad demonstrated. Works nice but those

cleats on the boom can be a problem when reefing… trying to find them on a

flailing boom, stuck under the sail cloth, and you head having to be in such

close proximity to the boom (a bad idea in heavy weather in any boat from my

experience.) The reefing system I have used on a number of offshore boats is

just a mod of the one Brad sent. It brings the topping lift and the clew reef

lines to the mast and then turns them to the cabin top to cleats on the aft

end of the cabin. I know it adds the cost of a few blocks and sounds like a

bit of spigetti. But I have routinely used 3 reefs, topping lift, boom vang,

and in sloops all the jib and spinnaker halyards (though I reversed my

thoughts on those if much single handing is done without roller furling {never

roller reefing} on the headsail. It gets the crew out of the cockpit (where

its weight ought not to be) and puts the jib halyard at a more convenient

location for a controled sail takedown for the solo sailor). Anyway, it can

all be done very neatly. When you are reefing with this arrangement you are

not AT ALL dependent on control of the boom. In fact I get it the heck out of

the boat completely. I take up tension on the topping lift first so the boom

will not drop AT ALL during the reef. I ease the main sheet way off till the

boom is out of the cockpit completely (and away from my precious skull). Then

I lower the halyard and secure the tack (take in the tack reef line) tightly.

The main halyard is tensioned… very tight so the draft in the sail winds up

in the forward part of the sail when the sail is set. This is critical for

pointing upwind in a cat rig. The clew reef is then taken in and tensioned to

the max. You need this tight to really get a flat sail which is what you are

looking for just as much as sail area reduction. Now I haul the mainsheet and

away we go. Note, I didn’t do anything about the excess sail cloth. Right. If

the outhaul was tight to start with (which it should have been because you

were already at upper wind range prior to the reef) and the reef outhaul is

tight (which it should be) The excess cloth will be in a fold or two very

tightly against the boom. Even with a second deep reef in a high aspect main I

have NEVER found it necisary to tie the excess cloth. If the boom doesn’t have

adequate cockpit clearance or cabin top clearance to keep the sail cloth clear

you might have to but now the boat is back under control, the boom is under

control and not swinging around, and it is a simple matter of two ties at most

for the entire sail. The boat isn’t pitching anymore either! And ya never left

the cockpit. One little detail. When you make your sail or order it from the

sailmaker, be sure the reef clews are a little higer than just a perpendicular

from the mast. You want more angle upwards for the boom when you reef… so

the cloth has the room it needs, and so your precious skull is further from it

too.

I now it won’t happen in a Chebacco, but true luxury in sailing is NOT to be

found below decks. It is a boat whose boom is always above your head, during

normal sailing, tacking, jibing, and when reefed. Ahhhhhh. Peace of mind.

Keep the scratched side down, (your shallow draft Chebacco does have a scratch

I hope… otherwise you aren’t in the water it was designed for.),

BOB BRANCH

I replied:

Dear Bob,

Many thanks for your sensible suggestions re: reefing. It wouldn’t be practical in my Chebacco as it stands, because there is no gooseneck to hold the inboard end of the boom at a fixed height – something that I think’d be essential when a line comes off the inboard end of the boom to a block at the mast-foot. Otherwise the halyard tension would be working against the reefing line tension with potential mixups if one or other is slackened off. My Chebacco boom has jaws at the mast end and no tack downhaul – the weight of the boom is enough to flatten the sail. The trick is to balance the tensions in the throat and peak halyards.

Having this setup, I can raise or lower the entire sail/spars. I normally keep the boom above head-height. The only discomfort that can befall the crew is being throttled by the mainsheet in a gybe!

Yes, I do have a few honourable scratches on the bottom of SYLVESTER. Fewer than I’d expected given the horrible grinding noises when I ran aground last season. I have a galvanised steel strip around the keel which bears the brunt of such navigational misjudgements!

I’ll put your thoughts into CN#20 – some of the guys do use goosenecks and could benefit directly by adopting the system you suggest.

Bill

Rudder Issues

Burton Blaise emailed me regarding some concerns he has about the Chebacco’s rudder. My reply is printed below. His words are in italics –

Hi Bill:

Hope things are well with you. I am back at my workbench trying to do whatever I can on my Chebacco project in my small heated workshop. I am contemplating building the rudder so that it is ready to be attached to the hull in Spring. Looking at the plans, it strikes me how small the rudder appears – not much more than 1.5 square ft total area – and I wonder how such a small rudder can effectively steer such a (relatively) large boat. After all, the rudder blade for my Gypsy (which is a much smaller & lighter boat than Chebacco) is significantly larger. In your experience, how well does Chebacco respond to her helm? I worry that the rudder as shown might make for poor steering ability!! I realize that this design does have a bottom plate for extra “bite” when heeled, but I still worry that the rudder surface is much too small for a boat of this size.

I worried about the same thing when I was building, but Brad Story reassured me that it wasn’t a problem. He was right. The only anxious moments I’ve had were immediately after letting go of my mooring, before SYLVESTER had gathered much way, trying to steer the boat before being swept against the other moored boats by the tide. Mind you, the sail and CB have as much to do with steering as the rudder, and I haven’t had any problems since I got used to that aspect. I suppose that if the boat heeled a great deal, the rudder might come clear of the water – again something I’ve never experienced. I understand that some boats with much larger rudders are tricky to steer – Peter Bevan tells me that the Light Schooner won’t respond to the rudder unless the sails and CB are set just right.

You need to pay close attention to the steering when surfing downwind, but that’s the case with any boat. I’ve never felt in danger of losing control.

I also have a question concerning the pintle and support structure for the entire rudder and its post. From what I gather from the plans, the entire weight of the rudder assembly is borne on the pintle, with main support for the rudder post where it comes through the mizzen mast partner (which is strengthened with a small steel plate where the post comes through) – is this correct? If so, what stops the rudder from riding up and down, and possibly scraping against the bottom of the hull (especially in wave action?)? Should there be some kind of stop on the rudder post to prevent this action, or does this simply not happen at all?

Yes, it does ride up and down. Mine has about 1/2″ of vertical play. There’s no sign of significant wear, though it is a little looser now where it passes through the mizzen partner. I’m sure that this is as much to do with side-to-side movement as up and down, when sitting on her mooring. As a matter of interest, I’ve put a thick nylon washer around the pintle to take the wear and reduce friction.

Also, the plans appear to show a free flooding rudder, but I really wonder if this is necessary. Surely weight cannot be an issue here, since the space between the two plywood rudder cheeks has such a small volume as to be almost negligible.

Sure. But the main idea is to let water out. There’s always a danger of water getting trapped in any hollow structure, no matter how well sealed it is. I regard these as drain holes.

Also, if I use steel for the rudder post assembly, what is the best way to keep the lot from rusting? I had considered aluminum or stainless steel for the job, but I simply do not have access to the proper welding equipment, etc.. How did you handle this?

I got mine welded up from mild steel, then sent it off for hot dip galvanizing. I got a blacksmith to do the fabrication of the rudder stock and pintle and it cost me 25 pounds. The galvanising was another ten. So far, it’s held up well. When it rusts significantly I’ll take it all apart and send it off for re-galvanizing.

Bill

More on Rudders

Jamie Orr writes:

I’ve found a “retired” machinist to make up the rudder fittings in stainless steel. I wanted to use bronze where I could, but was told by at least two outfits that bronze was best cast, not welded/brazed. Also the flat stock is hard to obtain. So, since casting a single set of fittings is a bit expensive, I’ve yielded to the experts and plumped for the stainless. The lower rudder fitting is made out of 1/8th stock,

bent up around the skeg, with lower sides at the back part as well to add strength, making a 3/4 “cup” around the bearing. This fitting is already bent and welded to shape, but hasn’t got its pin or any holes drilled yet. The rudder post will be 1+ 5/16 stailess tubing, a bit thinner than called for, so I’ll have to fair in the rudder to the post. I’m having the straps welded on as if the rudder is only 1+ 5/16 as well, to get a longer weld — that is, a full 180 degrees on the post. I’ll cut down the rudder to fit in way of the straps — should be strong enough with the framing backing it up.

My machinist is also making nylon bearing/bushings for the bottom and at the tiller. The lower one will be wider at the bottom for the post to sit on, with the upper part fitting inside the rudder stock, and the pin hole drilled up through the nylon. The top one will be a bearing as well as pad out the width of the rudder stock to match the tiller width – stainless again for the rudder straps.

I’m trying to decide how high tech to go in paint, and whether to bother with bottom paint on a mostly trailered boat (probably not). I don’t want to go the length of a two part polyurethane, despite the finish, but I am considering the one part “Brightsides” mentioned in the Bolgerlist from time to time. I’m also very tempted just to go with a

good quality enamel, on the grounds that I won’t have to learn any new painting techniques or take up chemistry.

Jamie

And finally . . .

That’s all we’ve space for this time. I hope you enjoyed it. Keep your letters and emails coming!

Bill Samson,

88 Grove Road,

West Ferry,

Dundee, DD5 1LB,

Scotland.

Chebacco News 10

Chebacco News

 

Number 10, July 1996

 

‘Sylvester’ hits the water!

ch101
Bill Samson names ‘Sylvester’

Your editor’s sheet ply Chebacco-20, ‘Sylvester’, hit the water for the first time on 6th May 1996. This is the first Chebacco to be launched in the UK and is now nodding at her mooring in the Tay estuary, here in Bonnie Scotland. “Why ‘Sylvester’?” I seem to hear you say. (Or, possibly, “What a bloody awful name for a boat.”) Since the Chebacco is technically a cat yawl, and catboats are almost non-existent on this side of the pond, I decided to call her after a well-known cat. My tender, when launched will, of course, be ‘Tweety Pie’. I’ll now bore you with some excruciating detail.

It’s always been a worry to me that she might not get out of the garden. I’d made models and tried it out with them, but it was never clear that it’d get around the dogleg by the garage. I planned to hire a crane to lift it over the garage, but when the crane arrived, it was 4” too wide to fit down the drive. After a couple of nights tossing and turning I got a rusty old dinghy trailer, with collapsed suspension, and moved bits of it around so that the Chebacco might fit. She did fit, and was even nose heavy when I put some junk up for’ard in the cuddy. She JUST made it past the garage (an inch to spare) with help from my glamorous assistants, Sheila and Esther. Since the trailing arrangement didn’t quite meet the letter (or even the spirit) of the law, I decide to launch when traffic was minimal – at 5 am. Three friends, Louis, Donald and Paul were mad enough to get up at that ungodly hour to help. I trailed her down to the harbour (just a mile from home) without incident, at 5 mph. I drove back home for the tender (a very heavy 15 foot skiff) and spars, sails, outboard etc. The mast was raised (Phil’s slot works well) and gaff, boom, mizzenmast and sails were put in place. Everything was raised on shore to make sure the ropes weren’t tangled up.

ch102
Sails up on dry land.

She slipped quietly into the water and we moored her in the harbour temporarily:

ch104
Moored in the harbour at Broughty Ferry, Scotland

We then motored upriver to my mooring (which had been prepared previously) hooked her on and nervously left her to it.

First impressions:

Several of you have asked me “What about the weather helm?”. I am happy to assert that it hasn’t been a problem for me. I’ve been out sailing in ‘Sylvester’ nine times to date, in conditions ranging from flat calm to force 5. Weather helm only becomes noticable when she heels a lot. When I’ve had a crew sitting on the weather side with me this has never happened. Sailing single-handed she begins to heel uncomfortably under full sail at about force 4 and the answer is either to spill wind or take in a reef.

On the wind she points high and makes good progress to windward. I’ve sailed in company with ‘Wayfarer’ dinghies and do as well as them to windward, and somewhat better off the wind. I’ve even sailed alongside a 25 foot (heavy) Bermudan sloop and did better in a force 2/3 wind. I daresay the sloop would have done better in a heavier blow.

For the record, my mainsail has maximum draft about 30% back from the luff and the mizzen is cut dead flat.

Downwind, some concentration is needed in heavy weather to keep her running straight. Her performance is exhilarating when surfing down good sized waves! She has little or no tendency to roll when in a dead run. Gybing is straightforward and gives me no anxiety (even when it is accidental). On the wind, she tacks like a dinghy; with no tendency to stick in irons.

A New Chebacco?

Phil and Susanne wrote to me a few weeks ago:

How much interest do you suppose there would be in a “cruising” version of the Chebacco, with a longer cabin, a shorter cockpit, and a raised deck for more space inside and more reserve buoyancy? . . . It seems offhand to be workable without major changes in the class.

My own view is that the ordinary Chebacco-20 suits me nicely. A nice big cockpit for lots of folk daysailing is worth more to me than a seldom used roomier cabin. On the other hand the big cockpit is a pain in that it isn’t self draining and so I need to fit a cover over it whenever I leave the boat on its mooring. Room in the cabin is adequate for a short-arsed individual like me though I can see the attractions of more head-room and possibly room for cooking, reading charts, permanent potty site and so on. Nevertheless, if I was starting over I’d still go for the sheet ply Chebacco-20.

In order to quickly sound out a sample of Chebacco fans, I sent an email to some of you for your reaction. Here are some of them, in no particular order.

Gil Fizhugh writes:

I think Phil’s proposed cruising Chebacco would be an improvement.

The main drawback of the 20-foot Chebacco now is that they’re awfully cramped for those of us who aren’t “short arsed” [Gil is quoting my own description of my stature back at me – B.S.]. Joan used to enjoy camping. She hasn’t done any since she’s known me because I’m turned off by the whole idea. I’ve thought it might be fun to spend a night in the Chebacco once in a while, dry under the roof and with a potty close to hand. I wouldn’t have to lug my sleeping and cooking accommodations to where I was going to use them, on my back. But the Chebacco cabin is going to be awfully tight.

If the 25-foot plans had been available when I started, I probably would be building it now. I presume the materials would cost 30% or so more, including a bigger engine. Spread out over the number of years I’m managing to fritter away on this project, that’s not a big deal. (If I had to add 30% in a lump sum on top of the already high cost of having a Chebacco commercially built, it would be a very big deal indeed!) The 25-footer has the reserve buoyancy and enough cabin space for two tall people to be comfortable – well, almost. There remains one major problem with the 25-footer: it’s beyond the size and weight that can comfortably be towed by an ordinary car. My boating suddenly gets much more expensive if I have to buy, feed and maintain a Ford Explorer for 100% of my driving, because the Subaru can’t do the job in the 5% of my driving that’s done with a boat on the back end. Not many family cars weigh 2 1/2 tons and have 6-liter V-8’s any more.

So the proposed boat would be roughly a 20-footer with the cabin space of the 25, the sacrifice being a small cockpit instead of a small cabin. This would be a 2-person boat (or singlehander) all the time, because daysailing with more than two adults in a little aft cockpit would put too much weight in the tail, wouldn’t it? Still, if I were starting over, I think I’d prefer such an option – a boat well- balanced for sailing and camping for two, rather than great for sailing for six but cramped for camping for two.

I’m curious about what Phil means by a “cruising” version. If he just means one that’s comfortable for more than one night on board, the proposal is an improvement. But what’s the extra reserve buoyancy for? I hope my boat will be adequately buoyant for sailing in Maine, Cape Cod, the Chesapeake, . . . Is the new one to be an offshore boat? Through the Gulf Stream to the Bahamas? Still an unballasted gunkholer? I shall try to open my mind so Phil can pour his genius in.

Best regards,

Gil

Fraser Howell writes: Bill, I agree with you. I like Chebacco as a “camp cruiser”. I don’t like the boxy version of the Chebacco that was shown in P. B.’s latest book, although I have been thinking about a self-bailing cockpit, but that would be a later modification.

Brad (NADER2@delphi.com) says:

This sounds like a good idea to me at least. I think if I could only have one boat I’d rather daysail a cruiser than cruise a daysailer.

Jamie Orr writes:

. . . my first reaction is “no thanks”. I think this is because the current version is close to my idea of the perfect boat. Any design is a host of compromises, and I like the choices already made. These are (not in any order of preference):

 

  • Trailerable – light with no ballast, shallow keel, not more than 20 feet overall.
  • Shallow draft for ease of landing on interesting beaches, islands.
  • Big cockpit – that’s where most of the time is spent – I won’t give that up.
  • Simple to rig – no standing rigging certainly meets that one!
  • Simple and relatively inexpensive to build.
  • A place for the crew to get out of the rain. I feel the boat already has the ability to cruise if helped
  • out by a boom tent or tent ashore. If two can cruise comfortably for 10 days in a 16 foot canoe, a
  • Chebacco should be palatial, even for four. (Mind you, the raised deck sounds like it could be a good
  • idea.)
  • Good looking – the lines caught my eye back in 1991, and I still find them attractive.

 

Right now I’m still building my Chebacco, so most of my likes and dislikes are based on prejudice, not experience. We like camping, so a minimal approach seems right. Otherwise for serious cruising I would probably look for a larger boat altogether. In that case I would go the whole hog and look for an enclosed head, galley arrangements, and four berths below. I would probably charter a boat like that once a year, and keep the small boat for daysailing the rest of the year.

If I was to dream about a cruising Chebacco, I would abandon the 20 foot limitation – how about a 30-footer with the same proportions and sail plan – maybe an inboard engine, a self-draining cockpit if it could be done while keeping that sheerline . . .

Of course, I’d have to dream up some added cash, too.

Jamie Orr

Bill Parkes says:

What prompted PCB to propose the cruising Chebacco idea? It strikes me as an excellent notion. I very nearly fell for the glass-house version. There is, I think, more cockpit space than I would ever need in the Chebacco-20.

What is he proposing?

 

  • conventional plywood or lapstrake?
  • long ballast keel (like the glass-house version)?
  • a cabin configuration like the 25?

 

Happy sailing!

Bill,

Harrisburg

So there we have it. We await developments with interest . . .

Who’d be a boat designer?

Chuck Merrell of Seattle reads Chebacco News. He lives aboard a ‘Jessie Cooper’ that he built himself and is thinking of getting into the boat design business. Reading his letter makes me appreciate what Phil has to put up with! Now read on . . .

Hi Bill,

Having inserted a toe into the idea of the design business (after telling myself I’d never do it), I’ve grown to believe that Phil’s policy of having an unlisted phone number might be a stroke of genius. Ted Brewer also went through an un-listed phone period lately.

As late as yesterday, I had a meeting with a potential dinghy plans customer, and the conversation went like this:

Him: “Gee, that’s a neat design, I’m gonna build one . . . but whatja put that keel on it for? I’d build in a centerboard if for no other reason than the trunk would support the athwartships seat for my girlfriend, and other seats so I could haul me and two others to the beach from my cruiser, you know drink beer, toss a shrimp on the barby–all that.”

Me: “Well, the idea behind this dink is that it is to be sailed primarily by oneperson, and you’re supposed to sit on a cushion with the inside of the boat uncluttered so you could move around and it would be easier to sail–not to mention lowering the center of gravity by sitting in the bottom on a soft cushion.”

Him: Well, it looks pretty light . . . but I’ll bet that if I put my 25 horsepower Evinrude on the transom that sucker’d really really fly, maybe twenty or twenty five huh?”

Me: ” Not really, the bottom of the boat is designed for sailing speeds, and the aft sections are prismatically correct for lively go-fast performance and helm stability particularly on a down wind run.”

Him: “How fast is “go-fast”?

Me: “Well, even though the boat is only seven and a half feet long, you could probably get six, seven knots under good conditions.”

Him: “God, that’d take forever to get from where I anchor in Mystery Bay to the store for a beer run. Maybe I just ought to just buy a Livingston. They don’t row very well, or sail very well, or tow very well, but they’ll handle three grown-ups (!?) and two racks a’ beer with three or four inches of freeboard, and still make 20 knots with my 25 Evie. Still . . . those Livingston’s are pretty pricey . . . I bet I could build yours for a hundred bucks if I could get the plans for ten bucks or so, whadda ya say”?

Me: (Mentally filling out an Employment Application for the shoe store down the street) “Well, actually, I don’t really think this is the boat for you, but why don’t you ask about Livingston’s at the office. I think they have a couple used ones you could get really cheap”.

Him: (Heading for the door) ” Wow! Really? Terriffic! Great! Glad they sent me over! They told me you really know what you’re talking about! Hey, gotta check that out . . . maybe a lee board, you know one of those snap on kind like on a Livingston might be better than that keel, though. I know about this design crap. I been ‘bashin’ the Sound since you were in diapers. Catch ya later!”

**Fade To Black**

Bottom line: I’m not sure that hostile criticism from those in the diaspora stands up especially in reference to a “trial baloon”. The war waging inside me right now is: “If I were going to do this stuff for profit, should I (like 95% of the other designers) meet plan buyers at the door with sheep shears, suffer the inevitable lumps with aplomb and have a much better looking exchequer at years end?

Chuck

Photos from Australia:

Peter Gray has sent me some photos of Gray Feather, which is now fully rigged. He reports that he is very happy with her sailing performance, especially in heavy weather.

ch107
Gray Feather as a swimming platform?

ch108 Peter has put a box for the anchor under the side deck.

Stop Press: Peter entered Gray Feather in the Sandgate Gaff Vintage regatta and was placed 7th out of 19 boats (on handicap).

And from Canada . . .

Fraser Howell is making excellent progress with his strip-planked Chebacco. She’s strip planked in half inch fir, with 1/8” ash veneers epoxied over the strips and sealed in epoxy:

ch109
The coachroof is strip planked and veneered

ch1010
Fraser’s strip-planked hull has been veneered with ash

ch105
Fraser’s rudder is welded up in aluminium

Stop Press (27 June) – Fraser plans to launch any day now!

And finally . . .

That’s all for this time. You may have noticed there’s been a longer gap than usual since last time. I can really only print what you send, and since there’s been little news, I’ve not had much to put in. PLEASE send me your news to ensure bumper issues in the months to come.

Bill Samson, 88 Grove Road, West Ferry, Dundee, DD5 1LB, Scotland. w.samson@tay.ac.uk 1

Chebacco News 06

Chebacco News

Number 6, November 1995

Peter Launches!

Peter and Sandy Gray, of Queensland, Australia, have launched their Chebacco. As far as I can tell, this is the first amateur-built Chebacco to be launched. (If anyone knows this to be wrong, please let me know!) Congratulations to Peter for a great achievement.
six6
Gray Feather afloat in the Noosa river.

Peter writes:
Dear Bill,
Well, it has finally happened. Our boat was launched on 31 August 1995.
It was a beautiful morning on the Noosa river as our boat slid off its trailer and into the water. She sat exactly on the waterline and looked a picture. I stood back to take a photo of her but our camera wouldn’t work. At that moment a person walked down to admire her and after seeing that our camera didn’t work, he offered to take some photographs for me (- he was a professional photographer). After the photos were taken, Sandy and I boarded the boat and motored off down the river.
. . . the sails will come later. She has an 8 hp long shaft Johnson outboard. I estimate that she cruises at about 6 kts comfortably.

Bill travels and Gil flips . . .

I was fortunate to be in the USA on business at the start of October and took some time off to visit Gil and Joan Fitzhugh in New Jersey, and Bill and Mary Parkes in Pennsylvania.
Gil kindly timed the ‘flip’ (ie lifting his hull from the molds and turning it right way up) to coincide with my visit. A host of neighbours and relatives turned out for the flip and they were fuelled by generous quantities of grog and grub supplied by Gil and Joan. The flip went without a hitch – apart from participants having to dodge acorns falling from 100 foot high oaks around the boat. I was particularly impressed that the hull lifted off the mold without a murmur – no screws had been left in; no glue had stuck the hull to the molds.
Gil’s hull is beautifully fair – the product of more hours of sanding and filling than I care to imagine – and the plank lands are sweet and fair to the eye. Now for the fitting out . . .
six9
Gil Fitzhugh’s hull safely flipped and on its trailer.
Bill Parkes travelled from Mechanicsburg to assist in the flip. I went on to spend a couple of days with Bill and Mary. Bill is planning to build a sheet ply Chebacco. He has already built two Bolger boats – a Nymph and a Gloucester Light Dory. He took me rowing in the Light Dory on the Susquehanna river. Having rowed and admired it, I can understand why it is called Phil’s ‘ticket to Heaven’.
Sincere thanks to Joan, Mary, Gil and Bill for their kindness and hospitality to me during my visit, and particularly for allowing me to OD on boat talk with them!

Want molds for a lapstrake Chebacco?

Now that Gil Fitzhugh has completed his beautiful hull, he has a set of molds that are now surplus to his requirements. If you are planning to build a boat like Gil’s, you are welcome to take away his molds, free of charge, also saving yourself the hassle of lofting the lines full size. Gil would rather they went to a good home than put them to the torch. You can contact Gil at his home in New Jersey:
Mr Gil Fitzhugh,
Primrose Trail,
Mt. Kemble Lake,
Morristown,
NJ 07960

e-mail: joancarol@aol.com

phone: 201 425 9010

Chuck Merrell on Anchors

six10
‘Tomboy’

Chuck Merrell of Seattle lives aboard ‘Tomboy’, a ‘Jessie Cooper’ designed by Phil Bolger, and is currently finishing ‘Wonky’ a steel ‘Tahitiana’ ketch which he bought half-built. Chuck is a self-confessed anchor-obsessive and emailed me with the following observations in response to the chat about anchors and how to stow them in Chebacco News #5:
Hi Bill, I usually singlehand, and even if there is someone with me, I generally wind up doing most everything by myself anyway. Singlehanded anchoring is always a problem if you have to leave the tiller to drop the hook, especially on a boat like Tomboy. Wonky wouldn’t be such a bad problem, but anchoring from the bow still takes a thirty foot run from the cockpit to the front end and back.
On Tomboy, I keep the anchor permanently mounted on the stern, and keep the anchor chain in a bucket in the cockpit. (I use 30′ feet of chain). I have the chain shackled to the nylon anchor rode which is led back to the bow, through the chocks and cleated off. When I’m ready to anchor, I have made up a little quick release device that allows me to drop the anchor out of its mounts as the boat is moving forward. I hold the chain bucket overboard so the chain doesn’t flail against the boat as it runs out. The rode follows the chain and the forward motion of the boat digs the anchor in and turns the boat in line with the anchor, then it can be backed down and set and adjusted at my leisure. The system works great, and you don’t have to leave the tiller during any part of the operation. I’ve done it dozens of times, and never have had a mishap under power or sail, regardless of how hard the wind is blowing or what the conditions. The way I have the anchor mounted makes it very easy to deploy, and the anchor always stays put even in heavy weather till it’s time to let it go.
That brings up the subject of what kind of anchor to use. According to what you say, Phil has recommended a 25 pound Plow, or an equivalent Bruce. Phil as you know is a “belt and braces” man, particularly when it comes to anchors. In my opinion, a 25 pound plow is almost 3 X overkill unless your local conditions absolutely dictate the choice. This anchor is better suited to a boat weighing about 6,000 lbs, not a daysailer less than a ton. A 25 pound plow is about the smallest you can buy, and Phil probably recommended it because he figured any Scotsman worth his Haggis would want to spend the money at home with Simpson Lawrence. I don’t like to use a plow unless I have a bowsprit and winch. They are heavy, and it’s easy to bang the topsides and pinch your fingers. A 25 pound isn’t too bad, but on a pitching foredeck, my 45 pound can really smash a pinkie and make dents in the topsides or deck. (I’ve designed Wonky’s bowsprit and rollers to work in such a way that there is no way raising an anchor will bang into the hull regardless of the conditions. You’ll see when I get the pix developed and scan them to you.)
Bruce anchors are nice in certain types of bottoms, and they don’t foul easily, and will reset in their own length if they drag. But they’re pretty expensive, and in general don’t perform much better than a Danforth type, especially to anchor a light boat like the Chebacco. Danforths and Bruce anchors are roughly for the same type of bottoms, but the Bruce is harder to stow.
I think that I would use an 18 pound standard Hi Tensile Danforth (assuming that a Danforth type will work in your ground conditions) with 30 ft. of 5/16″ BBB chain as my working system on a Chebacco. One thing is, with that setup, you could sit around and wonder if the anchor was holding the boat, or could you just get by with chain only (just kidding). A 1/2″ nylon rode would be nicer to hand, but 3/8 nylon would be plenty strong enough. A Danforth can be made to hang on a flat vertical transom like the Chebacco has. If you use the natural design of the Danforth, the flukes will fall away from the boat when stowed, as well as deployed, and never cause marring. You can use a second 18 Lb Danforth on a Bahamian mooring arrangement if you anchor in the river. You can leave the anchor rigged and hanging in its bracket when you are tied to your mooring, or when trailering down the road. This is a good system if you ever really need to anchor fast.
For comparison, on Wonky which weighs 20,000 lbs, I have the following ground tackle: 50 Lb Herreschoff, 45 Lb Plow, I built the following anchors: 40 Lb Danforth type, Two 40 Lb large fluked folding Yachtsman anchors, 18 Lb. Kedge, 5 Lb Kedge. 200 ft of 5/16 Hi-tensile chain, 200 feet of 5/16 BBB chain (given to me as a gift), and a couple dinghy anchors. For storm conditions I would becue the 50 Lb Herreshoff and the 45 Lb Plow. For Hurricane I’d also put out everything else, and all the chain. For nylon, I have 600 feet of 3/4″ Guess you get the idea that I like anchors and feel that you can never have too many, huh?
. . .
Have a good weekend.
Chuck

Fraser’s stripper . . .

Fraser Howell continues to make astonishing progress on his strip planked version of Chebacco. He sent me a whole bunch of photos of which a small selection are included in this newsletter. The captions are supplied by Fraser.
six4
Here is the bottom, while fitting the CB case. The roughed out laminated stem is just beside the case. You can see that I built up the base of the stem where it will bear on the bottom. This stem enlargement made it easier to fit in a free-standing fashion. I fit it with a 1/2″ stainless steel post that passes through the stem enlargement and the keel ( – I had just broken a molar repaired in a similar fashion). You can also see some distortion of the bottom due to moisture. At this point the ‘boat’ went back into the shed, dried out and came back into shape. I then turned it over and applied the 1/4″ ash veneer in epoxy.

six5
Some time later, transom, main bulkhead, stem and molds ready to be aligned. You can just see the untrimmed edge of the bottom veneer.
six7
A successful rolling crew. I don’t know why the rest of them are smiling, I’m the only one with a beer.
Fraser’s other photos show details of the stripping process, scarfing of strips, breasthook and knee and various views of the hull. He writes:
I made the seat supports, after cockpit bulkhead etc. out of 5/8″ exterior ply. There are two partial bulkheads on each side to support the seat. I placed them at mold stations. This allowed me to use the mold profile rather than scribe them. The forward and after bulkheads were scribed to fit. All bulkheads were epoxy filleted and taped with 4″ wide 10 ounce cloth. I put in all that internal structure to stiffen the hull for the roll-over and hold the shape. Molds 3 and 4 were left in for the same reason.
Presentlly, I’m planing the 1/8″ ash veneers. I will lay them at right angles to the strips, stapled in thickened epoxy. I’ll then fair and seal the hull exterior to leave it through the winter . . .

‘Nencia’

Alessandro Barozzi sent me this photo of Nencia, his lapstrake Chebacco which has no cabin.
six8
‘Nencia’
I fear I must apologise for getting the builder’s name wrong. He is Casavecchia (not Casavecellia). I was also wrong when I described her as an ‘open’ boat. She is mostly decked, with a self-draining cockpit. She is certainly a most attractive boat and may give some of us pause for thought as to whether we really need a cabin, when she looks so good without one.
Alessandro has been out of action recently, with surgery to his right arm. I hope he makes a full and swift recovery so that he can continue to enjoy his sailing.

Bill Samson’s Sheet Ply Chebacco

My own Chebacco is now complete except for spars, sails, outboard and trailer.
six1
Bill’s Chebacco tilted to receive its centreboard and rudder.
The next two photos show the lower gudgeon (pintle??) for the rudder. This is made from galvanised iron. Note the nylon bush to take the downward thrust of the rudder.
six2
Galvanized gudgeon before fitting (Yes- I know it’s countersunk on the wrong side! In fact it is countersunk on both sides.)
six3
Gudgeon and rudder in place; bedded in liberal quantities of Sikaflex.

And Finally

This has been a great year for amateur Chebacco builders with Peter Gray getting into the water and Bill Samson hoping to follow soon. Please do keep in touch and let me have your news. Thanks to those of you who have sent me letters and photos as well as those who have sent financial donations to help keep this little newsletter afloat.

Bill Samson,
88 Grove Road,
West Ferry,
Dundee,
DD5 1LB,
Scotland

w.samson@tay.ac.uk

Have a Merry Christmas and a Happy New Year!