Thanks for dropping by!
- Well, well! With our new Internet Service Provider, we are
beginning to get Web visitor data for the Good Old Boat Web
site that was previously unavailable. Our first report was for
just the last 10 days of May. In the future we'll see full-month
reports. But this preliminary report is astounding! The site had
90,518 hits during that time as 7,189 visitors came, saw, and
We learned that (after the home page, of course) our most-visited
pages are our classified ads page (by far the most hits), our
fixer-upper page, and our photos page. This, we suspect, goes to
show the value of the free classified ad we give to subscribers
And while we're tooting our horn, we're the proudest of our
associations page and our directory of marine resources (suppliers
page) and the vast information these two databases make available
to sailors. If you haven't seen those two pages (or the index to
articles which have appeared in our issues), please do go click
around at www.goodoldboat.com sometime soon. When you do, you'll
be contributing to our next astounding Web visitor report. Thanks
for dropping by!
New T-shirts are
- We've just added two new T-shirts in our line of logo clothes.
You can see them in our July issue of the magazine on pages 76 and
77 and on the Good Old Boat Web site: <http://www.goodoldboat.com/ships_store.html>
The first shirt is a colorful reminder of Good Old Boat's
beginning when we used caricatures to introduce the authors in
each issue (until we had too many authors to squeeze into a
drawing), and of our early Web caricatures also. We even did a
cartoon, and this shirt is one of the cartoons from the site.
Drawn by Dave Chase, it shows a glum sailor on the back of the
shirt with a sign that reads, "Will work for boat parts." Small
letters near the front pocket read, "Good Old Boat Magazine!"
The shirt is made of high-quality, natural color, 7-oz. cloth,
and sells for $19. It's very nice. We're quite proud of how these
Our second shirt sports a beautiful pen-and-ink drawing of the
Herreshoff Museum. You'll recognize this work as the cover of our
November 1999 issue. Artist Scott Kennedy did the honors for this
one. It was such a classy cover that we had to convert it to a
T-shirt too. And, because it was a one-color screen print, we can
offer this one for a little less: $18. In other respects, it's the
same as the boat parts shirt: small letters near the front pocket
read, "Good Old Boat Magazine!" This shirt is made of the
same high-quality, natural color, 7-oz. cloth. We've got both for
ourselves, of course, and can't decide which one we like
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coming in the September issue
- The Westsail 32 is the review boat
- The Allied Seabreeze as the feature boat
- Mark Smaalders is back with more on wooden boat
- Charles Kanter tells us about good old multihulls (what's
available in that market these days)
- Fred Struben discusses Holland's Boeier boats
- Mary Jane Hayes tells how to take seascape photos (more on
this in our November/December issue as well)
- Randy Peterson does lovely pen-and-ink lighthouses for our
- Ron Chappell tells of his refit of a Com-Pac 23
- Bill Sandifer discusses through-hulls
- Craig Brady sings the praises of his Newport 16
- We've got a series on moving your boat: Lin Pardey on
deliveries, Geoff Parkins on trucking your boat, and Chuck Fort
on building your own trailer for your boat
- Quick and easy, introduced in the July issue, will be back
with more short boat projects
- Nelson Stone finishes out the pageswith a touching
- Now your classified ads can include photos. For $20, we'll
include a photo of your boat with your free classified ad. (The
ad's still free, but we'll take some compensation for adding the
photo.) These photos can be sent to Good Old Boat as jpg or tif
files. Or you can mail the photo with your check for $20.
Yet another consignment
- Pacific Marine Exchange
700 W. Holly Street
Bellingham, WA 98225-3928
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- Though I can't take credit for it, I think one of the greatest
name "duos" I've seen for a mother ship/dinghy was thought up by a
friend of mine who is a retired executive from the paper industry.
His specific forte was in the corrugated container (cardboard
boxes) division. His boat, a 33' Bertram, was named M.T.
Boxes, as in "I can sell a man an empty box!" The dinghy (a
13' Boston Whaler) aptly named due to our appreciation for sunset
cocktail cruises, was called M.T. Bottles! Now that's
creativity at its best! Keep on putting out that great product
we've all come to enjoy (and depend on!).
- After naming my 1967 O'Day Outlaw Foot Loose (it has a
loose-footed main) I had to name its dinghy Fancy Free.
- When Thomas Vasilakos of Rahway, N.J., sent a
subscription renewal check he noted that his 1975 Sabre 28 is
named Little Wing. The dinghy: Feather.
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- Zarcor, Inc. has introduced FloatPlanPlus, a free Web-based
service for boaters, combining the best features of traditional
float plans with new features such as automatic notification of a
designated contact if the boater is overdue. Every year the U.S.
Coast Guard conducts approximately 40,000 search-and-rescue
operations. Last year about 800 boaters lost their lives -- the
majority of them were lost prior to notification of rescue
agencies. More importantly, approximately 4,000 lives were saved
last year during U.S. Coast Guard search-and-rescue operations.
The U.S. Coast Guard has long recommended that boaters leave a
float plan with friends or family, so that they can notify
search-and-rescue organizations if boaters become overdue.
For years, general aviation pilots have proven the importance of
filing flight plans with the FAA. "Everyone agrees that filing a
float plan is a good idea. But until now, there has been no
central clearinghouse for boaters who want to help ensure their
own safety. So we created one," explains FloatPlanPlus creator
John Halter. "FloatPlanPlus is the first free, national service
that makes it easy for boaters to take this important safety
The Coast Guard provides a sample float plan form, but boaters
cannot file the plan directly with the U.S. Coast Guard. Now
boaters can file their cruising plans online in seconds, secure in
the knowledge that their boating profile and itinerary will be
available (on a 24-7 basis) to the appropriate search-and-rescue
organization(s) in case of an emergency.
This free service is extremely simple. Boaters first register
their boating profile (contact information, type of boat, safety
equipment, identifying information for searchers, etc.) on the
secure Web site: <http://www.zarcor.com/fpp/home.htm>.
The profile is filed only once. Then, each time they go boating, a
simple itinerary is submitted via the site. FloatPlanPlus will
then automatically e-mail the boater's itinerary and profile to
three people designated by the boater, along with an emergency 800
number. After 24 hours, if the boater's float plan has not been
canceled as scheduled, an automatic notice is e-mailed to the
boater's contacts, asking them to confirm or deny the boater's
return. If the boater cannot be located, friends or family are
advised to contact the Coast Guard or other rescue agencies via
the provided contact telephone numbers.
Boater John Halter, president of Zarcor, Inc., a Dallas-based
manufacturer of boating accessories and equipment, developed
FloatPlanPlus. Information about the company and its products and
services is available online at <http://www.zarcor.com/>.
Good old boat wins in
- The Newport-Bermuda Race Lighthouse Trophy was won by
Eric Crawford from Maryland and his 35-year-old Phil Rhodes
41 design, Restless. This immaculate Pearson-built yacht has the
highest handicap within the 176 strong Newport-to-Bermuda fleet
and suffered least from the light air at the finish that snuffed
out the hopes of the favorites.
There is no doubt that the weather conditions, which changed from
16-25 knot southwesterlies to zero within a 100 miles of the
finish, played into the hands of Restless, which is one of
the smallest boats in the fleet, but skill also played a part in
lifting Crawford and his six-man crew to the head of their class.
For more, <http://www.bermudarace.com/>.
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Marina, this is Mystic -- we have a problem"
- We keep Mystic, our Hunter 30, at Tidewater Marina in
Havre de Grace. This past weekend we were planning on sailing down
the bay and either anchoring or getting a transient slip. However,
with the predictions of severe thunderstorms for Saturday we
decided to just sail off the marina.
We finished sailing and started the diesel, preparing to head back
into the slip. I shifted into forward and was greeted by a loud
clunk! No forward, no reverse, just a lot of neutral. My first
thought was that the linkage between the shifter and the
transmission had come loose. So as we drifted, I headed for the
engine compartment and saw water spraying from the area of the
stuffing box. Seeing no shaft between the coupling and the
stuffing box I realized that the shaft had come out of the
coupling and was on its way out of the boat. At this point, the
bilge pump was keeping up with the leak. Also, with a full skeg in
front of the rudder I knew we would still be able to steer.
We contacted Tidewater and asked for help getting back into the
slip. Debbie (at Tidewater) said that there was no one in the
service department, but she would try to get help. She also asked
if we could sail into the slip. I told her that we would try. The
wind was light and variable, but the general direction was
favorable to sailing in on the jib. TowBoatU.S. Northeast
contacted us and said they could be there in 45 minutes. I told
them that we were O.K. at this time but would contact them if the
As we started to unfurl the jib, my wife noticed that three
powerboats were heading in our direction. The first to arrive was
a pontoon whose captain offered us a tow. We gratefully accepted.
The second asked if he could provide any additional help. We told
him that we were O.K. at this time. He continued to stand by, in
order to provide help, until we were well into the slip area.
As we entered the channel leading to the slip, I called to people
on shore asking for help with lines.
The captain of the pontoon boat did an excellent job of towing us
to the slip. He backed off at just the right time, allowing the
boat to properly slow so my wife could pull the bow into the
piling until I could grab one of the bow lines.
Several people were waiting at the slip to provide assistance.
With a bow line holding us in place, we released our tow with many
thanks. As we were figuring out how to get the stern into the
slip, we saw Eric coming down the channel with the marina's boat
mover. He attached to our bow and guided us into the slip.
Just when we were about to catch our breath, I noticed that the
bilge pump was no longer cycling; it was running flat out.
"Eileen, what's the level in the bilge?" Reply: "You don't want to
know!" The pump was no longer keeping up with the leak; another
inch, and we would have water on the cabin sole. I first thought
about the bag of wooden plugs that I had on the boat, but how do
you align a 6-inch plug in a 1-inch space? So, I tried to put a
rag into the stuffing box with partial success. The level was
starting to go down until the rag popped out of the hole. As I
came topside, Kim, from Bay Sail had just arrived with a
submersible pump and was explaining its operation to my wife. I
saw a gentleman standing on the dock with another bag of wooden
plugs. I got an idea. Did anyone have a saw? Someone did and ran
off to get it. I figured that if we could cut the end off one of
the plugs I might be able to maneuver it into the stuffing box. I
did a rough measurement and cut the plug. At this point I needed
some luck. I was able to maneuver it into the hole, pushing it,
with my finger, into what was left of the packing material. The
leak was completely stopped!
Once the leak was stopped, we weren't comfortable about leaving
the boat in the water. It was then that we realized the marina was
trying to contact one of their travel lift operators to pull our
boat. They reached Tim who agreed to leave his NASCAR racing and
come in to pull the boat.
The boat was hauled. I expected to see the prop jammed into the
skeg. However, the shaft zinc was against the cutlass bearing
stopping the shaft, keeping it from hitting the skeg.
What did we learn? Primarily we learned that there are many good
people out there willing to do whatever they can to help. Thank
you very much; we really appreciated all the help. Also we learned
that you never have the right tool, even though I have a tool to
fix just about anything. However, I never thought about a small
saw. There will now be one in the toolbox.
Pat and Eileen Taylor
- The editors reprint this one with some apprehension. Our
boat, also named Mystic, had the propeller and shaft fall
out during one of our first seasons as cruisers. (It leaves a
bigger hole, perhaps, but one that is more easily plugged.) We
don't think this is a trait peculiar to Mystics. But there
are a lot of other boats named Mystic out there -- we know
of several -- so it's best to be careful with your propeller and
its accompanying equipment, particularly if your boat is so
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406 EPIRB brings rescue
- The BoatU.S. Foundation has funded an EPIRB rental program
allowing boaters going offshore to have the extra safety net of an
EPIRB - an Emergency Position Indicating Radio Beacon --
without having to buy one of these devices, which sell for $800 -
$1,000. This program is in its fourth year.
Not long ago Paul Royall rented a unit for $45 from the BoatU.S.
Marine Center in Clear Lake, Texas. After fixing the diesel engine
and repairing the steering cables of his 32-foot Ericson sloop,
Pappa's Boat, Paul and his wife, Josie, set sail on Friday
afternoon, June 23, for the 400-mile trip from South Padre Island,
Texas, to the Galveston Yacht Basin.
About five hours after they left, with a stiff breeze pushing them
along at 7 knots, they discovered they'd lost all steering
capability. Pappa's Boat's rudder had dropped off and disappeared.
They were more than 35 miles off the coast of Padre Island, and
after an hour of trying to reach the U.S. Coast Guard by radio
without success, the couple decided to activate the 406 EPIRB they
had rented. When activated, a 406 EPIRB broadcasts a unique,
repeating SOS signal that is detected by satellites. This signal
helps rescue units know the boat's position and how to identify
the boat and its crew.
"Our biggest concern was that the weather would change, which
would put us in a dangerous situation without a rudder. We
activated the EPIRB because no one heard us out there and we only
had a few hours of daylight left," Josie says. Fortunately, she
reports, the EPIRB "worked like a charm." As soon as it confirmed
the EPIRB signal, a Coast Guard jet located Pappa's Boat,
established VHF communication with the couple, and a Coast Guard
cutter towed the boat and crew to Port Aransas, Texas. By Saturday
morning, the Royalls were back on land.
"We will never go out in the ocean again without an EPIRB -- it
made our rescue much faster. We'll definitely rent one from
BoatU.S. for our next offshore cruise," Paul says.
Collaborating with the U.S. Coast Guard, the BoatU.S. Foundation
enables boaters to rent a 406 EPIRB by calling
888-663-EPIRB toll-free or by renting from the following 12
BoatU.S. Marine Centers.
- Annapolis, MD (410) 573-5744
- Brick, NJ (732) 477-9661
- Charleston, SC (843) 763-6360
- Chicago, IL (847) 398-0606
- Clear Lake, TX (281) 333-9191
- Clearwater, FL (727) 573-2678
- Detroit, MI (810) 939-5050
- Fairhaven, MA (508) 992-8484
- Ft. Lauderdale, FL (954) 523-7993
- Marina del Rey, CA (310) 391-1180
- Pensacola, FL (850) 456-9955
- San Diego, CA (619) 298-3020
- The 406 EPIRB Rental Program provides inexpensive access to
costly rescue beacons that are registered with the
National Oceanic and Atmospheric Administration (NOAA) and offer
worldwide satellite coverage. Most of the funding support for the
rental program comes from individual donations by the 500,000
members of BoatU.S. the world's largest organization of
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- Bigger boat means bigger towing vehicle
I think you did a good job of answering the sailboat part of
Michael's question in the June newsletter but did not comment on
the Subaru automobile part. I owned a Subaru station wagon, and it
was specifically excluded from towing anything, and for good
reason: no power to pull. If Michael buys any kind of a small
cruising sailboat he will need an SUV, full-size car, or truck to
do the pulling. The Subaru will not do it.
- How wide?
Couldn't resist scanning the June newsletter right away . . .
noticed odd dimensions for Aquarius 23 (beam of 21 ft 2 in). How
does she do upwind? Keep up the good work. I love your
- Actually, Wade, we bet she sails like a witch. Does 7 feet
11 inches sound better for her beam? Here's the rest, because we
blew more than just that one:
- Aquarius 23
LOA 22ft. 8in Deck stepped mast
LWL 21 ft 2 in Five berths
Beam 7 ft 11 in Enclosed head
Ballast 815 lbs Removable rudder
SA 248 sq ft
Draft 13 in, and 4 ft 7 in board up and down
Headroom 4 ft 11 in pop top down, 5 ft 11 pop top up
Production 1969 to 1977, Designer Peter Barrett
- Kaluha sets sail
We received a note from Ken and Cathy McIntire, who are the
owners of the Baba 30 featured in the May 1999 issue of Good
Old Boat. They have cut the dock lines and are on their way
down the Mississippi and to worlds beyond on Kaluha. Their Web
site will keep us all informed: <http://hometown.aol.com/mcintirekc/index.html>.
- Newcomer welcomes Good Old Boat
Really look forward to your magazine. Have purchased most all
other sailing-related magazines and find Good Old
Boat to be the only one I can relate to as a newcomer and
"low-end" boater. Thanks!
- Subscription for two, please
Enclosed you will find a check for a subscription for a friend and
myself. Your magazine was a delightful discovery! I requested the
free copy several months ago, received two issues, and didn't get
around to reading them until a week ago. Your articles are useful,
substantive, and interesting. I devoured them all. So here's my
subscription and one for a friend who will love it, too, despite
the fact that I just sold my wonderful old boat (1963 Pearson
Electra). I'll be in the market for one soon, and I learned more
from the two issues you sent me than I've learned from any other
Takoma Park, Md.
- Mayday, Mayday, Good Old Boat is overdue
As of today I have not received the May issue. This has happened
once before in the fall. Is the magazine so popular that it's
being ripped off en route? If it was one of the other sail
publications I wouldn't mind as much, but this one I really look
forward to getting in the mail.
- Classified ads are free of charge
I subscribe to your magazine and enjoy it tremendously. I confess
to you, however, that I scrutinized your web page from the crow's
nest to the keel shoe and couldn't find a "Place your classified
ad here for your good old boat which needs some work that you
can't do because you were injured on the job and have lost some of
the edge, and the arm, you used to have when you were younger and
healthier." Perhaps you could guide me in this search. I view this
note as going up, up, beyond the yardarm, past the masthead, and
right to the anchor light.
- Richard now knows that -- as your kinder, gentler, more
informal publishers -- we just ask subscribers to send us the
words you'd like us to print and post. Include a phone number and
e-mail address (if you've got e-mail). We'll do the rest. No
charge unless you'd like to run a photo with that. Then we'll
charge $20 for the photo. You'll see Richard's O'Day 28 listed in
the classified section.
- Solving the world's problems one sailor at a time
Thanks for giving me the opportunity to be part of a publication
that is actively preserving and fostering values inherent in the
design and care of a good old boat. Those same values have a way
of permeating and shaping the lives of those of us who let those
boats get into our souls. Sailing, seamanship and good boats will
not solve the world's problems, though perhaps the lessons learned
from sailing and the character required could create the
individuals who can.
Port Townsend, Wash.
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repowering of Xanadu
- My 25-year-old Down East 38 ketch was powered by a 32-hp
Farymann diesel engine that was no longer manufactured, parts were
getting scarce, and the "rust monster" was doing its job on all of
the raw-water cooling passages. It began to leak everywhere. I was
convinced that it was time to seriously consider repowering.
Then my November/December issue of Good Old Boat came in
the mail. It was just what I needed. Don Casey's article gave me
the courage to jump right into the project of selecting and
installing a new diesel engine for my boat. Using Don's rule of 2
horsepower/1,000 pounds of displacement, it indicated that a 40-hp
engine would be about right for my 20,000-pound boat. The
reputation for quality, reliability, smooth operation, and
availability of parts pointed me to a Yanmar engine, and I found
that the Yanmar 3-cylinder, 36-hp 3JH3 diesel engine was almost an
The overall dimensions and weight were almost identical to the old
engine and I felt that, as an old retired "Hot Rodder" with
experience removing and replacing engines in automobiles, I could
really do this with guidance from Don Casey's articles, and the
installation manual he recommended buying in advance.
The only serious problems I encountered were in making the Yanmar
mounting system mate with the existing engine beds in the boat.
There were two problems. First, the standard Yanmar engine mounts
that came with the engine were way too tall. Second, the spacing
of the new engine mounts was a couple of inc hes narrower than the
existing engine beds. After carefully measuring the existing
engine beds, I made the plywood jig that Don recommended to hold
the engine mounts in the proper position indicated by the Yanmar
This mockup showed that I was faced with three choices. The
existing engine beds had to be lowered by more than an inch and
built up to accommodate the narrower mount spacing, or I had to
buy new engine mounts considerably shorter in height and still
accommodate the narrower mount spacing. Or I had to make new
engine mounting brackets to raise and widen the Yanmar engine
mount interface. Since the existing engine beds are already very
close to the bottom of the hull, the real choice was between
buying new engine mounts or fabricating new engine mounting
brackets. Both were expensive, but not unreasonable, options.
The easy solution proved to be buying Cushyfloat engine mounts
from Metalastik. These could be easily adjusted low enough to
solve the height problem. And by installing 1/2-inch thick steel
plates atop the full length of the existing engine beds and wide
enough to provide a strong, solid surface on which to bolt the
engine mounts, the narrower mount spacing was also easily
Don's advice to order an installation manual in advance and read
it carefully with a highlighter in hand proved invaluable. This
step relieved me of considerable anxiety and answered a multitude
of questions throughout the entire process. It was worth every
penny I spent on it.
Since it was time to repaint the bottom of the boat, it was also
an opportunity to repower the boat on the hard. Once out of the
water, it was a simple matter to disconnect the fuel and exhaust
lines and separate the propeller shaft coupling. The old engine
had a full set of gauges and an alternator-driven tachometer so, I
disconnected and labeled the dozen or so wires, and the old engine
was ready to lift out. To lighten the old engine and make it
easier to lift it through the companionway, I removed the
transmission, flywheel housing, alternator, and starter, which
resulted in a surprisingly compact package that the boatyard's
boom truck lifted through the companionway without a problem.
On Don's recommendation, I took the opportunity to thoroughly
clean the engine compartment and replace several old wires and
water hoses. And since I needed to install a larger raw-water
seacock for the engine cooling, I replaced all of the water hoses
and the strainer as well. Same for the larger exhaust system, new
muffler and all. I also took the opportunity to replace the
propeller shaft, stuffing box, and cutlass bearing.
The boatyard set the new engine in place blocked up with wooden
blocks. We pulled the propeller shaft and coupling up to the
transmission coupling and adjusted the position of the engine
until we were confident that the engine was within 1/16 inch of
the correct position. I made 1/2-inch thick plywood patterns for
the steel plates that would support the new engine mounts. I
drilled holes in the plywood patterns and bolted the new engine
mounts to them to make certain that everything would fit properly.
With the final measurements established and proper clearance for
the various lumps and bumps on the engine, I fabricated the heavy
steel plates with a drill press, a reciprocating saw, and a bench
grinder. The boatyard sandblasted the steel plates and painted
them with several coats of epoxy paint.
Once the mounting plates were installed with lag bolts and 5200
adhesive, we bolted down the engine and aligned it with the
propeller shaft. It was a surprisingly simple, although
time-consuming, matter. Connecting the wires and hoses to the new
engine was also straightforward but time consuming. You know,
checking and rechecking to "measure twice and cut once."
After adding oil and coolant to the new engine, we were ready for
the water. The engine started without a problem and runs great. I
checked the alignment with the propeller shaft as Don repeatedly
advised, and all looks good.
Looking back, this was a great boat project. It saved me a small
fortune and caused me to become intimately acquainted with every
hose and wire connected to that engine. In the future, when I need
to trace a problem in any of these systems, I will be on familiar
Would I recommend that other sailors try this? If you are handy
with tools, or you repaired your car during your teen years, you
probably have all the necessary skills. As the familiar saying
goes, "It ain't rocket science." Hang on to Don's two articles in
Good Old Boat, and study the installation manual before you order
your engine. After all, working on your boat should be almost as
much fun as sailing it.
Ocean Springs Miss.
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Published August 1, 2000