APRIL 2011 - Catalina 36 · Page #2 of 52 C36/375IA JIBSHEET - April 2011 “The JIBSHEET” is a publication of the Catalina 36/375 International Association A non-profit association

The JIBSHEET is a quarterly newsletter of the Catalina 36/375 International Association Steven & Wendy Jones • C36 #2164 Maléna • Editors 2011 • [email protected]

APRIL 2011

What’s Inside

Page #2 of 52 C36/375IA JIBSHEET - April 2011

“The JIBSHEET” is a publication of the Catalina 36/375 International Association

A non-profit association dedicated to helping Catalina 36 & 375 owners operate and maintain their boats. www.c36ia.com

JIBSHEET Editors - Steven & Wendy Jones, 2011

C36/375IA Officers 2011Commodore Duane Ising Diva Di- C36 #1777 [email protected] Commodore Sean McGuckin Mahalo Lou - C36 #1748 [email protected] Laura Olsen Miramar - C36 #938 [email protected] Bill Harvey About Time - C36 #@1457 [email protected] Relations/Ship’s Store Ralph Johnson Still a Thrill - C36 #765 [email protected] Liaison Phil Rojas Southern Witch - C36 #1046 [email protected] Alex Lynch On Michael’s Wings - C36 #2214 [email protected] Editor C36 MkI Steve Frost Cepheus Dream C36 #825 [email protected] Editor C36 MkII Larry Brandt High Flight - C36 #2109 [email protected] Editor C375 Francois Desrochers Alizes II, C375 #15 [email protected] Tool Box John Van Vessem Sojurn - C36 #2295 [email protected] Editor Lauren Nicholson Mahayana - C36 #493 [email protected] Editor Steven Jones Maléna - C36 #2164 [email protected] Commodore Chic Lasser $pendin Time - C36 #1474 [email protected] At Large Tom Sokoloski Juniper - C400 #307) [email protected]

PDF Viewing Recommendation for the JIBSHEET using Adobe Reader: So that you may view pages side-by-side (or as otherwise known as “two-up”), with Adobe Reader open, pull down your VIEW MENU and click the following settings: VIEW> Page Display, and check the following: 1) two-up, 2) show gaps between pages, and 3) show cover page during two-up.

page

C36/375IA Officer’s Reports 3-11

Great Tech Articles: 12-26

C36 Mk II New Instrument Pod 13

C375 Diesel Heater Installation 14-17

C36 M25XP Front Oil Seal Replacement 18-19

C36 Mk I Long Deferred Maintenance Gets Done 20-23

C36 Mk II Dual Racor Fuel Filter Installation 24-25

C36 Mk I Pedestal Modification 26

*NEW Section* Postcards from Home Port 27-39

Dubai, United Arab Emirates 28

Channel Islands Hbr, So CA USA 29

Sarnia, Ontario, Canada 30

Midland, Ontario, Canada 31

Långören, Karlskrona, Sweden 32-33

Plymouth, Devon, England 34

*NEW * Postcards from Home Port (con’t) pages

Sydney, Australia, Down Under 35

Baltimore, Maryland, Right Coast, USA 36

Bear Lake YC, Utah, USA 37

Tiburon, San Francisco Bay, No CA, USA 38

Seattle, Washington, USA 39

Catalina Fleet Reports 40-46

Fleet 1, Santa Monica Bay, So CA 41

Fleet 2, Long Beach, So CA 42-43

Fleet 9 San Francisco Bay, No CA 44

Fleet 3, Chesapeake Bay, VA 45

Fleet 6, San Diego, So CA 46

Fleet 5, Long Island Sound, NY - no report

Special Reports47th Annual CONGRESSIONAL CUP * C-37’s* 48-50

Catalina Rendezvous Schedule 51

Greetings fellow Catalina sailors!

My name is Steven Jones, and I have the distinct honor of being your 2011 C36/375IA JIBSHEET Newsletter editor.

Welcome to our first edition of the 2011 JIBSHEET! We hope you enjoy

this edition, and well as our subsequent quarterly editions throughout the year.

Allow me to tell you about your new editor: We live in Seal Beach, a small Orange County community just south of Long Beach, California. Our beloved C36 #2164 “Maléna” (2003 model) is berthed in nearly Alamitos Bay Marina, a mere short bike ride, or a mile walk from our home. With my American Airlines flight attendant wife, Wendy, we spend the summers voyaging back and forth to our 30-mile-distant “Santa Catalina Island”, where we belong to a local small yacht club on the island’s west end community of Two Harbors.

We purchased Maléna new in 2003, and excitedly watched her being made at the “then” Catalina factory a few hours from our home. In fact, we we so very excited to get our new “summer floating condo” and knowing the deliver date, we followed the delivery truck the last ten miles to her launching port or Marina del Rey. Since then, she has kept us safe and comfortable on some long voyages to Mexico,

as well as our favorite long cruise to remote and magnificent Santa Cruz Island (off of Santa Barbara). This island is one of eight islands recently included in one of our nation’s newest National Parks, the “Channel Islands National Park”. As these winter days lengthen into spring, we look forward again to our annual 8-12 day circumnavigation of this pristine,

remote uninhabited island will again take place in August, of which I will have a full report in our 3rd quarter JIBSHEET.

As your new JIBSHEET editor, both Wendy and I look forward to putting together some exciting articles from you, the fleet’s members, in an exciting new format! In the April issue, we have introduced a new section “Postcards from Home Port” with reports from Sweden (actually two!), Australia, Mexico, United Arab Emirates, and two from Canada! As our C36/C375 IA is truly an international association connected mainly by the Internet, we fell that having a “Postcard” forum gives us all an additional sense of “closeness”, knowing more about who we are, where we keep

our treasured boats, etc.

Safe Sailing, and “Loose your sheets, and reach through life!” Steven & Wendy Jones, Seal Beach, CA, USA Maléna C36 #2164

COVER PHOTO: S/V Maléna transiting the Santa Barbara Channel en route from Ventura Yacht Club to Santa Cruz Island’s famous surf spot of MarMeadows on the island’s isolated back-side, as well as other distant coves on the island. With eight-days of provisions for five of us, including surfboards, ice chests, extra diesel, fresh water, and gasoline 5-gal containers lashed to the safety railing, your editor and his family begin another exciting, adventure-filled week of anchoring in pristine magnificent coves. Shown relaxing using our spinnaker bag as a pillow is our son, Austin Jones reading. Austin is a UC Berkeley sophomore.

Steve & Wendy Jones C36 #2164 Maléna“From the (new) Editors”

Page #3 of 52C36/375IA JIBSHEET - April 2011

A hoy, shipmates! I am honored to be addressing you in my first JibSheet article as Commodore of your association. The first thing I have to say is what a terrific assembly of

association officers we have. These are sailors, most of whom have full-time jobs, who have stepped up to dedicate some of their precious time to benefit all of us collectively. My sincere thanks go out to each one as they serve.

There have been some notable changes in the past few months. I stepped aside as editor of our JibSheet publication to take on the Commodore role, and we found an absolutely incredible replacement in Steven Jones. As I write this, Steven has just given me a sneak preview of his first issue and it is fabulous! Of course, no matter how great the editor, a publication is nothing without content. We are fortunate to have received numerous interesting articles and reports and I thank all the contributors for that, especially our technical editors.

Another big change is that John VanVessem has graciously offered to take over the association’s toolbox and handle that very popular and money-saving tool loaner program. Thanks John! I am sure we all extend our appreciation to Tom Senator for his long-standing service in that role.

Your association remains strong and we are seeing more participation of Catalina 375 owners in our Forum. Many of you like the immediacy of the email list to

share information, but many prefer the forum where information is stored in topics and easily searchable. Either way, the value of the information we obtain from each other is far greater than the cost of our association dues, so I encourage each of you to spread the word about our association and keep our membership growing.

If you recall, our immediate past Commodore, Chic Lasser, left us with a poignant message about getting out and enjoying life while you still can. That same philosophy drove us to relocate to Florida in 2004 even though I was far from retirement age. We have thus far enjoyed much of the beauty and adventure in our Catalina 36 that one dreams about during the chilly winters up north, albeit on a more limited scale than our retired friends. Next year, however, I will be taking another sabbatical from work and we plan to cruise up the eastern seaboard of the US and back for about six months.

I’ll close for this issue with the notion that spring is just around the corner and encourage you to enjoy your life to the fullest. Fair winds and calm anchorages.

Duane Ising C36 “Diva Di” #1777 “From the Commodore”

Commodore Duane Ising


Sean McGuckin - Mahalo Lou C36 #1748Vice Commodore - Website Use Issue

One of my duties as the Vice Commodore is to help sort out website issues. A frequent issue I deal with regarding website problems is the inability of folks to get to the technical pages. In most cases the

issue boils down to the user not being logged in as a website

user. We had a few recent cases where the user thought he was logged in but the system did not recognize that he was. Investigating a couple of recent issues indicates a common but infrequent thread which I’ll explain below.

When you log in on the website near the top of the page you have all seen the section that says “Who’s On-line?” Sometimes this section lists the names of users who are logged in and sometimes it has names of folks who are not –

it really depends on the refresh rate.

In the example to the left, it shows 0 users and 4 guests. I chose this as an example because if I open the window a bit further you’ll see that I am indeed logged in yet the “Who’s Online” section has not updated. The way I know that I am logged in is because I can see

both my membership status and my user name under the “Your Membership” block as shown in the example to the left. When you are not logged in you’ll see the “User Login” window asking for a user name and password in the place of your membership information.

After a few minutes of surfing a bit through the website and then returning to the Home page the “Who’s Online” section does indeed update to show that I am on-line (as shown below).

The problem we have seen is that for some reason occasionally folks are dropped off line by the system but the pages remain open as if you are logged on and the “Who’s Online” continues to show you as online. However, the “Your Membership” section changes to a “User Log In”. If that happens and you do not

see the “Your Membership” section you are NOT logged in as a user regardless of what the “Who’s Online” section is telling you and as a result you will not be able to access member only content on the website.

In fact, it is a strange anomaly that you could see both the “Login Window” and the “Who’s Online” at the same time. However it has occurred a couple of times and if you find yourself in a situation where you could access the member only sections of the website and then you can’t please go back to the home page and check to see if you are logged in as discussed above. If not, it is likely a drop out occurred. You can correct this issue by simply logging back into the website. ◊

VC Sean McGuckin


Laura Olsen - Miramar C36 #938C36 “Membership Officer”

W hat do to when she lists too far...

The extended daylight has arrived and warmer temperatures will soon follow.

The magical extension of daylight hours means many of us get to enjoy more time sailing into longer lasting sunsets. On one hand, I am truly looking forward to those sailing days! However, I also find this abrupt change of time is a frustrating reminder of projects I did not get done during the winter lull.

Where does the time go? Does anyone else have issues with not getting to all the lists of chores and projects? I sure do. As the season wrapped up last November, I had planned to get projects done before spring. Since this is the Jibsheet and not Better Homes and Gardens, I will spare you my household and outdoors lists. Focusing just on the boating list, here is a sampling (not in any particular order):

• Made from scratch Bimini frame (salvaged from framing I bought for less than $20) not quite done yet. I’ll call it 85%. Pattern from lighter weight material did seem a close fit and will be a good template for REAL Sunbrella. (Being new to this sewing thing, I did not want to risk screwing up real Sunbrella till I knew both the machine and I could handle it).

• Fittings to be used for Bimini (see above) need to be finalized and purchased. (Update: just stumbled upon a great sale price source for these. Must make final list and order).

• Original starter that burned up when the button got stuck a year ago and the Oberdorfer pump that leaked could be rebuilt as spares. (These will have to wait- lower priority both time and funds-wise. Bought a new Oberdorfer and a starter from tractor shop when they went south so we’re still sailing!)

• Order the matching grey gel coat to “perfectly” match the repair I successfully worked in the last days of warm weather last year. The patch went great, but color was not perfect trying to blend white and black from the kit. At least it is water tight- good job! (Watch out, Chic Lasser, I may be your competition on gel coat repairs some day).

Then there are some sheets and deck hardware to assess and replace, winches to clean and lube (Wait! I actually DID those!), cockpit cushions to repair or replace, new shore charger to wire up and install......you get the picture. It is a never ending list for sure.

In this economy, it is not only about time, as many of us have had to reign in funds just to stay afloat. As boat owners, that “hole in the water” theory is always present. “Boat bucks” and all that! However, upon reflection of the past few months, it really is time that is the more important commodity. If I spent time this past winter doing some skiing and really enjoying precious, moments with my 15 month old granddaughter, Elena, I no doubt made a great investment. Its all about perspective. Like the commercial says: Working on the list: postponed. So keep it in perspective and go sailing! The lists can wait.

Laura at the helm of Miramar


Loos Gauge for checking rigging tension, one of many available from our Took Box

My name is John Van Vessem. I will be taking over the responsibility of managing the Association’s tool box. The inventory of that tool box is on the www.C36ia.com web site.

I believe all members have access to that site and once you click on the quick link “Association’s Toolbox” you will be taken to a page that has a full description and photo of the tools. There is also a link to a “Toolbox Request Form”, once I get your request I will send you an acknowledgment and put your request on my tool calendar. If you do not get an acknowledgement from me within a week, it means I did not receive it so please re-send it directly to me at [email protected].

My objective is to organize the requests for each tool as well as keeping track of who has what. When the tools are not in use I will have them at my business in Vacaville. The way the shipping cost works is the outgoing party pays the freight. So if you are done with a tool and are instructed to send it to the next borrower or back to me you are responsible for the freight. If the person requesting the tool wants it the next day then he needs to pay for that overnight service, otherwise it will be shipped ground.

The tools:

1. A Deep-Dish Socket (DEEP sockets) -- designed to fit over the keel bolts so you can tighten them up. It’s actually several deep sockets cut and welded together. You’ll still have to provide your own torque wrench (the proper torque is 105 ft lbs.) - but if your Catalina has

the “smile” when it’s pulled, it might be a good idea to tighten that baby back together. A little muscle (well, considerable muscle) and a little time and the keel is tightened back up and the smile is gone.

2. We have a Cutless-Bearing Removal Tool. When your boat is pulled, if there’s extra play in your prop shaft, you probably need to replace your cutless bearing. This tool fits around the shaft, sort of like a gear puller (but in reverse) as it pushes the cutless bearing out, allowing relatively easy replacement. The actual time it takes to remove the cutless bearing is only a few minutes -- if you have the tool. This tool

John Van Vessem - Sojourn C36 #2295C36 “John’s Tool Box”

John Van Vessem

(Continued on next page)


also includes a 3 arm prop puller that was donated by Matthew Chachere.

3. An Optical Tachometer has been added to the toolbox, so you can accurately and easily set your tachometer. An instruction sheet is included to simplify the process. The time it takes to set your tach, including the time to remove your engine cover and the facia plate on your instruments, maybe 45 minutes. The actual process of connecting and setting the tach is only a few minutes,

4. And we have a Loos Gauge, to set up/tune your standing rigging.

So here’s the deal... We’ll make these available for loan to C36/375IA members. NO COST -- except to pay the postage both ways, and you need to return the tool so we have them back in the toolbox for the next member to borrow.

These tools are in frequent use, so you need to return them promptly so it’s available for the next member’s use.

Sound like there’s a catch? No catch. Just pay the postage and return it on time. This is an honor system.

Here is the information you need to give me when requesting a tool:

1. What tool you need 2. Your name 3. Your shipping address 4. Your email address 5. Your contact phone number 6. When and for how long you need the tool.

Lastly, if you have a tool and are finished with it you can ship it to me at:

John Van Vessem c/o Geo. E. Honn Co., Inc 853 A Cotting Court Vacaville, CA 95688 my cell number is: 707-319-2414

John Van Vessem Sojourn #2295 Vallejo Yacht Club

(“John’s Tool Box” - Continued on page #7)

A Friendly Reminder to “Check Your Heat Exchanger Pencil Zinc Monthly!”


Larry Brandt - “High Flight” C36 #2109C36IA MkII Tech Editor

Dateline Portland, Feb 18, 2011

Beneath the final approach to PDX Airport the boat patiently waits, the deck a virtual Petri dish of wet algae and jet fuel residue; a stoic survivor, silent except for the lonesome howl when the Columbia Gorge wind asserts itself. Days of grey follow days of grey. Sheets of rain follow…you get the idea.

Yet, just above in plain view a mere 60 yards away, a group of Portland Yacht Club sailors sits snug in the cozy bar, remembering cruises past, other bars crossed, and races to come.

The sun has notably begun its progression northward, although it still lies low in the sky.

Oregon has many natural gifts: its blessings are such that there are few places on this planet where I would rather be. Our winters are short and usually don’t necessitate owning a snow shovel. And the boat doesn’t have to be hauled each winter - I hear some other places actually engage in this barbaric practice. But the gift above all that makes this nature-blessed place the envy of all peoples, is the Dungeness Crab.

A couple weeks back, at PYC’s glorious Crab Feed, we joined some 350 members and guests, addressing all the crab one could eat in a sitting. Raw oysters being handed out - the only limit that set by one’s spouse.

All accompanied by pitchers of fine local amber. I measured it: once the first crab landed on the plate conversation halted for 1 hour and 18.7 minutes. Three and a half crabs later, 8 oysters later, three beers later, I knew that Spring was just around the corner. I had Faith, once again.

After the holidays, the Dungeness Crab was our first sign of spring, our first affirmation of life’s continuance in its timeless cycle.

Today I saw the season’s first Camellia in full bloom.

Larry Brandt, Tech Editor

Waiting for Spring


Tech Editor C36 - Mk I Steve Frost - 1988 C36 #825 “Cepheus Dream”

“Two Messages, One Confession, & Lesson Learned”

I have not had the opportunity to put together a technical submission; none of my constituents knocked on my door with colored glossy prints of their latest project.

I myself have had little time for marine pleasures. What little sailing I did get in over the last six months did involve some calamity that I will now confess. This incident did in fact generate some maintenance action that though I did not document in colored glossy pictures but I will try and paint a word picture for you here.

This particular maintenance action was triggered by can you guess, my own stupidity.

There will be two messages I will convey here one is to stress who is responsible for your vessel when under way and the other details the repair due to the boat for not understanding the first rule.

The Confession:Last fall after months of coordinating schedules with my older son and two of his best friends we finally came up with a date that worked for all parties to spend a day on the bay. My son and two female companions have had little to no sailing experience, we headed out of the harbor on a crystal day with a good breeze with the intent of the typical San Francisco bay tour. We left late and omitted the city front portion of the tour and beat are way directly across the bay past the backside of Alcatraz bashing along at hull speed, rail buried, lots of smiles and salt spray. We made the entrance to Raccoon Straights, the wind lightened to about eight to ten knots. My

son and one of his friends made a dash below, one hitting the head the other to grab a jacket. I had salt all over my glasses, there was one more of my son’s friends in the cockpit with me. She was bundled up in a blanket and sitting behind the helm. I asked her if she could take the wheel for a moment so I could quickly go below and clean the salt off my glasses. We were moving at about four knots, all was stable, there were two boats nearby one power boat that was about to cross our bow about fifty feet away and a large catamaran abaft our beam about a hundred yards. I made sure that we would be clear of the powerboat before relinquishing the helm with instructions not to hit anything. The guest driver remained seated, I dashed below and within about fifteen seconds I heard a tremendous bang and we

came to a full stop. I ran topside a noted we had hit a very large very red channel marker buoy. I ran forward found we had struck the buoy dead on and where now sliding slowly past it leaving a nice red racing stripe

down the starboard side of the boat. I performed a quick damage assessment and spoke in tongues to myself and accused myself of odd relationships with my mother. We suffered a two inch deep gouge about fourteen inches below the deck at the bow below the head stay tang and the aforementioned racing stripe.

No water coming aboard and rigging intact we continued on as I muttered to myself.

The buoy had been just behind the power boat I made sure

Steve Frost, Mk I Tech Editor

... and within fifteen seconds I heard a tremendous bang, and we came to a full stop!


would be no conflict. I cannot fault our guest, and will be less relaxed and more diligent about the surroundings before turning over the helm again.

The damage assessment: After returning to the dock I made a full damage survey and found that damage was confined to just the munched fiberglass at the bow, the racing stripe came off with some elbow grease and wax. I realized that I had dodged a bullet as if we had taken the hit on the forward quarter it likely would have holed the hull in the lighter panel area.

Inspecting the damage at the bow I found about a two inch deep gouge about two inches wide, about eight inches below the bottom of the head stay tang on the bow. Further investigation found that the leading edge of the bow consisted of about four layers of glass with a foam filler material behind it that absorbed the energy of the collision. The bulk of the lay up appears to be in the anchor well area near the stem and the foam helps shape the leading edge of the bow. I could find no radiating gel coat fractures in the anchor well or externally on the bow. I made my praises to Catalina for building such a sturdy damage resistant boat.

The repair:I removed all the loose material and cleaned the area; the damage appeared almost trivial once cleaned up, it looked much nastier with splintered pieces sticking out of it. I stripped back an area of gel coat surrounding the impact point to affect a good bond for the repair filled the area of crunched foam with a mix of epoxy resin and small pieces of fiberglass mat to just below the surface level then laid up four layers of cloth to the area bonding it to the adjoining area. After the cure I sanded it down and prepared to educate myself in the art of Gel Coat repair. I studied the subject on line and dove in. West marine sells a gel coat repair kit that has about twelve ounces of gel coat and all the primary colors. I found I could buy a quart of gel coat and hardener for less money. I also picked up some black tint, foolishly

thinking that black and white make grey right, this is true but no matter how many test batches I made, I got very close but could not quite hit the mark.

I stopped everyone walking down the dock to solicit his or her opinion knowing that all of us have a different eye for color. Actually each of our own eyes has a bit different ability to distinguish color, it’s a rod and cone

thing. I am guessing the men have the rods and the woman have the cones. Many could not tell what it needed, women did appear to be better at this and after consensus it was concluded that brown would be the needed adjustment. I picked

up some brown pigment and eureka, just about a perfect match. A few more trial samples to make sure before adding the catalyst, once happy I mixed the catalyst and filled the area. After it cured, I sanded and polished the repair only to find out I was a bit thin in some areas and sanded though the gel coat in a couple spots. I also am not fully happy with the color match, needs just a touch more brown, so I will try again. People who do not know where the repaired area is do not notice it, so I will probably go sailing and put this cosmetic repair on my ever changing to do list.

Lessons learned:

Take time to fully assess your surroundings before turning over the helm, if there are boats near, let them clear to make sure you have seen all possible obstacles.

Gel coat perfection takes practice.

(Steve Frost, Mk I Tech Editor, continued)

... the damage at the bow, I found about a two inch deep gouge

about two inches wide, ...

Bow damage


REPORTSTECH

Tech Section Disclaimer:

Tech articles, suggestions, and procedures detailed herein on the following pages are those of the author, and not necessarily a recommendation or endoresment, rather a “story” of each particular person’s experience and/or installation. Others intending to do similar work must make their own judgments and decisions as to the suitability/applicability of any information presented herein. The individual authors, nor the C36/C375IA, make NO guarantees, and take NO responsibility for the decisions and actions of others. In all cases, each individual installer is responsible for his/her own actions, own skill sets, and own work practices.


Before: my old instrument pod

After: a shiny new instrument Pod!

Inside cover of new pod

Inside cover of old pod

Tech Article C36 - by Peter Pasquale, #1568C36 Mk II New Instrument Pod

T he new engine pod is installed and by some stroke of luck all the gauges and lights work.

The engine pod was purchased from NavPod. The data plate is made by Seaward Products and needs to be purchased separately.

The project took about 12-15 hours. Since the new pod is smaller then the original most of the wires needed to be shortened to reduce volume. Two needed to be lengthened. Also the bracket on the back of the tach needed to be cut down to fit in the pod. All the holes are predrilled with the exception of a power port that we added to the port side of the pod.

The biggest problem was that the S/S conduit for the wires was about 4" too short, again because the new pod is smaller. A local shop wanted $100 to fabricate a new one! I got a “T” fitting used on biminis and a 4" piece of tubing, plugged the bottom of the “T” and used the other two ends to extend the conduit into the pod. The compass needed to be removed to reach the bolt that holds the pod to the pedestal. I used a long screwdriver to hold the bolt in place while removing the nut, old pod and then installing the new pod housing.

Almost none of the wire colors matched across the terminal block so my wife and I labeled every wire and took plenty of pictures before we took anything apart

Pete Pasquale, WindDancer #1568, Deale, MD

Windancer C36 #1568


Heater Tie-Ins

Heater in position

Tools

Francois Desrochers, C375 Tech Editor

In the fall of 2009, we took delivery of our new C375. We found out fairly quickly that it can get pretty chilly in the fall, so we decided that a heating system would be high on our list of upgrades. We tried small electric heaters but they just did not have the capacity and were quite noisy. We ended up selecting the Espar Airtronic D5 diesel heater system. We managed to get a

good deal at the 2010 Toronto boat show and started the installation planning.

After carefully reading the manual and multiple trips to the boat with a digital camera, I laid down the installation plan. The heater needs to be mounted in an out of the way but accessible area for maintenance. The duct work had to service aft cabin, salon, V-berth and head area. To do so, I decided to mount it in the port side lazarette and to run the duct work along the port side. This left the starboard duct area free for future air conditioning installation if required. The installation manual did advise not to use the same duct work for A/C and heat..

A digital camera was indispensable in determining feasibility. Quite a few areas are very hard to peek into and too dark. Digital pictures can be manipulated to plan things prior to cutting and dismantling.

Three different size hole saw were required: 4” for ducts, 3 ¼" for outlets and 2-1/8" for the exhaust port thru the hull. A Japanese saw and wood chisel was very useful to cut fiberglass. You also need a fairly powerful drill to operate the 4” hole saw; lots of torque required. (see photo: Tools).

Installation proceeded from stern to v-berth: heater mounting in lazarette, duct work to salon, through head then to v-berth. Do not cut duct until absolutely sure of setup. Do not pre-cut anything: nothing ever quite goes as planned.

First challenge is to fabricate the heater mounting panel using plywood. I used cardboard to make a template to get a rough feel. The heater has to be high enough to provide clearance for fuel line, exhaust and air intake as well as other restrictions described in the manual. Once satisfied, a plywood panel was cut to size, and trimmed to fit. Lateral brace to prevent bending was added. The whole thing was glued to the hull using lots of polyurethane adhesive. Use a solvent to clean the hull service prior to applying the adhesive. The panel upper end is attached to the bilge vent inlet on the stern with screws (not many other points to tie to).

Once adhesive has cured in place, mount the heater in position. (see Photo: Heater in position).

I installed a plywood panel on the stern storage bin wall. The fuel pump and fuel line get mounted behind this panel at the proper angle and away from the stuff we normally keep in the lazarette (fenders). (see photo: Heater tie-ins).

The most challenging part of the installation is to get from the lazarette to the salon settee. I ended up removing the nav table and seat to gain good access to the area behind the battery selector panel and electrical panel wiring. One concern was to

Tech Editor C375 - Francois DesrochersC375 Diesel Heater Installation.


Conduit behind aft berth wall - Before

Conduit behind charger - Before

Aft Berth Access Cover

Battery switch panel

Diesel heater outlet

Support Sheild behind Charger

Aft cabin outlet

Duct behind aft berth looking aft

keep the duct away from any item that could be affected by the duct getting too hot. I installed a 1/8” thick perforated aluminum heat shield to keep the duct in position against the fiberglass wall away from wires and battery cables. (see photos: Conduit behind aft berth wall - before, and Conduit behind charger before).

The area behind battery charger and behind aft cabin bed is just the right size to run the duct once the existing wire conduit gets removed. The conduit removal was the most difficult part of this installation. The conduit is a 2” thin wall plastic tube supported by short fiberglass “straps” behind the liner and cabinet. The japanese saw is very useful to cut the thin fiberglass straps flush to the surfaces. I had to use the wood chisel to get some hard to get fiberglass strap pieces. It is quite a struggle to access and cut the straps.

Using the digital camera, I determined that one strap was found to be behind the aft cabin storage cabinet. I cut an access hole in the bed’s headrest fiberglass liner to access and cut the strap. This access hole was also very useful to feed the duct later. The fiberglass was very thick; many jigsaw blades worn out cutting the opening. (see photo: Aft berth access cover).

Once the path to the salon settee clean, I mounted the heat shield in place and fed the duct through all the way to the battery area. Some battery cables were in the way and needed to be re-routed. (photos: see Duct behind aft berth looking aft; support shield behind charger; and battery switch panel).

I installed a rubber insulation pad on the back of the battery selector switch to provide heat and electrical insulation. I found that the duct aluminum finish is grounded and can short on the battery terminals.

At this point, the tie ins in the lazarette can be completed. Outlet to the aft cabin is installed lined up with existing light. (Photos: see Aft cabin outlet, Diesel heater outlet).

C375 Diesel Heater Installation (continued)



Salon outlet, after

Salon outlet

Water tank filler - before

Wood Brace

Duct split in head

Heater duct installation in progress

Head outlet

Water tank filler - after

Exhaust line installation:

I took lots of careful measurements to determine the exhaust port location. This was quite difficult as there are not too many reference points common to both inside and outside. Drilling a small pilot hole lets you adjust the final hole center. I ended up just right; lined up with the Catalina script.

The salon outlet can be installed between battery and water tank. No real challenge there. (Photos: see Salon outlet after; Salon outlet).

To keep going forward, the water tank had to come out to permit drilling hole through head bulkhead. The duct is to go where the tank fill line is situated. The elbow fitting had to be replaced with straight piece to relocate the line. (See photos: Water tank filler - before; Water tank filler - after; & Heater duct installation in progress).

Behind the head wall, the water tank fill and vent lines need to be relocated to between the waste tank valve and hull. Move them before completing tie-ins to water tank. Don’t ask how I figured that out.(see photo: Wood brace)

Some work inside waste tank area was required to provide clearance for the duct. On our boat, an existing 2x4 wood brace was screwed to the back of the wall and had to come out. Remove the door frame to get to the brace mounting screws. I used an horizontal aluminum angle (1/4" x 1.5" x 1.5") mounted just below door opening going the full available width inside. Then a vertical angle from ceiling to the vertical angle. This made the wall even more rigid then the original wood brace. Looked more professional too. Remount door and caulk edge.

The main duct line goes through the head between the shower wall and the waste tank drain valve. The Y fitting is mounted just aft of waste tank valve. The branch for the head outlet goes up above the main run then under to the duct outlet.


(Continued from previous page)



V-berth outlet

Thermostat Control

C36

C36 - C375

The duct piece has to be hand formed for the tight radius prior to installation. (See photos: Head outlet; Duct split in head).

The main run then goes through the bulkhead into the storage cabinet in the V-berth. Measure carefully to locate duct in the very bottom area of the storage cabinet. Drill a pilot hole and double check location before drilling the 4" hole. Drill the hole before completing the installation in the head. You need all the available space for the drill and hole saw.

I added a shelf to cover the duct in the cabinet to keep clothes away from hot duct.

I installed the thermostat on the electrical panel; ideal central location. (See photo: Thermostat control).

The electrical harness is fed through to the heater and fuel pump in lazarette following manual instructions.

I found that even the smallest leak on the fuel line run will prevent proper operation. Everything has to be tight and dry. After 4-5 firing cycle to prime the system, the heater is now keeping the whole boat nice and toasty even in very cold temperature.

◊

(Continued from previous page)



During a trip this past summer, the front oil seal on my M25xp started leaking, and the crankshaft pulley sprayed oil all over the front of the engine and inside of the engine cover. The M25xp is a Kubota D950 engine modified for marine

use. I asked a local Kubota engine parts dealer if the seal could be replaced without disassembling the whole front of engine, and they said it could be. I bought the required parts and completed the repair without incident. I thought other association members would be interested in the procedure I used to replace the seal.

From what I can see in the engine manuals, the M25 and M35 engines use the same seal assembly, and the following steps probably apply to the M35 as well, but one will need to be sure the correct part numbers appropriate to the M35 are ordered.

Step 1:

Obtain required replacement parts. The front seal assembly on the M25xp consists of a steel crankshaft collar that provides the sealing surface on the crankshaft, the seal itself, and an O-ring that seals the collar to the crankshaft. In addition to these parts, it might be advisable to buy a new crankshaft washer that installs under the crankshaft nut and is bent over one of the nut flats to prevent the nut from coming loose. I did not replace the crankshaft washer, but if it had broken I would have had to replace it.

Drawings of these parts can be found in the Kubota d950 Parts Manual. The Kubota part numbers and location in the manual are as follows:

• SEAL, OIL: Part 09550-00008 Section 4 - GEAR CASE GROUP

• COLLAR, CRANK SHAFT: Part 15532-23250 Section 11 – PISTON, CRANK SHAFT GROUP

• O-RING: Part 04811-10220 Section 11 - PISTON, CRANKSHAFT GROUP

• WASHER, CRANKSHAFT: Part 15261-2338 0 Section 19 – WATER PUMP GROUP

Step 2: Disconnect the battery.

Step 3: Remove the alternator and fan belt.

Step 4: The following photo shows the nut on the inside of the

crankshaft pulley. Bend the soft washer located behind the nut away from the nut flat using a punch or similar tool. At this time it

is a good idea to clean the paint and dirt out the three 8mm holes in the pulley with an 8mm tap so the puller bolts can be securely screwed into the pulley in the next step.

Step 5:

Remove the crank shaft nut. This requires a 30mm deep socket, which I purchased at ACE hardware. An impact wrench is the easiest way to remove the nut because it eliminates the need to prevent the engine from turning. I did not have an impact wrench, so improvised with a standard ratchet.

First I scraped the paint off the crankshaft threads at the face of the nut and sprayed the area liberally with PB Blaster penetrating oil and let it set for a while. I then screwed three 8mm bolts deeply into the holes in the pulley and used a pipe wrench on these bolts to prevent the crankshaft from turning while I loosened the nut

Tech Article C36 - article by Gary TeeterC36 M25XP Front Oil Seal Replacement


with the socket wrench as shown in the next photo. Note: Use some caution if you use this procedure as it could probably be possible to break out one of the bolt holes in the pulley. Get the pipe wrench right up against the face of the pulley.

Step 6:

Use a puller to remove the pulley, see photo. I bought the puller

shown in the photo at Harbor Freight.

Step 7:

Grip the end of the crankshaft collar that is protruding from the seal with a vice grip or other pliers and wiggle and pull it out of the seal and off the crankshaft as shown below.

Step 8:

Pull the seal out of the gear case. I made a puller out of a flat screwdriver by heating it to a dull red with a propane torch, and bending about ¼" of the end over 90 degrees to make a hook. Make sure the hook is not long enough to reach behind the gear case. I put a pair of vice grip pliers on the screwdriver shank, inserted the puller behind the seal, and tapped on the pliers with a hammer to pull the seal out. It came out easy.

Step 9: Remove the O-ring that was behind the crankshaft collar. Be careful not to drop pieces down into the crankcase. The old O-ring on my engine was so brittle it came out in pieces.

Step 10: Scrape any old sealant from the area where the new seal will seat.

Step 11: Install the new seal. Coat the inside of the seal with grease and

the outside with a gasket sealant and tap into the front case of the engine. I drilled a hole in a block of wood and used this as a seal driver as shown on the following photo. Tap the seal in until the front face is flush with the face of the gear case.

Step 12: Lightly grease the new O-ring and slide it onto the crankshaft.

Step 13: Grease the surfaces of the new crankshaft collar and slide it onto the crankshaft and into the new seal.

Step 14: Reinstall the key and pulley on the crankshaft. Inspect the soft crankshaft nut locking washer, and if it looks OK reinstall it and the nut on the crankshaft.

Step 15: Tighten the nut to the specified torque (101.3 to 115.7 ft-lbs).

Step 16: Use a screwdriver, punch, or other tool to bend the soft washer onto a flat on the crankshaft nut.

Step 17: Reinstall the alternator and belt and reconnect the battery.

And there you have it. This was the procedure I used, but of course anyone attempting the same task is responsible for the exercise of their own good judgment and for their own skill set. ◊


Photo 1: Haul-out after 4 years in the water

Photo 2: Pressure washing cleaned it up quite well

For the last 2-1/2 years I have kept my boat in a shrimp boat Port along the Texas coast called Palacios. This Port mainly caters to large Gulf shrimp boats and smaller bay shrimpers. It has a small and old marina surrounded by an RV park which is used mostly by

snowbirds. Palacios is located on the Tres Palacios Bay, which opens up into the Matagorda Bay, which is large and quite underused. I have come to like this Bay since it is quite deep for TX coastal standards (12-14 feet) and is large, for the most part un-obstructed and has little boat traffic. Palacios is about 22 miles inland from the open Gulf when crossing the Bay and going out through the Matagorda Channel near Port O’Connor. I used to have my boat on the Galveston Bay near Houston, but that is about a 90 mile drive away going through Houston.

The last haul-out was in Kemah TX in January 2007, so by the time I got ready to haul it out in December 2010 it has been almost 4 years since I did some serious underwater maintenance. Palacios has 3 yards, one building steel barges and tugs, one maintenance yard with an old railway and the “Metal Boat Company” which has a 50Ton Travelift and boat storage for do-it your-selvers. There was a whole list of stuff that needed to be done urgently, such as:

• New bottom paint• Take off my rattling and shaking old Maxprop and replace it

with my fixed 3-blade “Sailor” style prop• Pull the prop shaft, re-condition and polish• Replace the cutlass bearing (now 22 years old)• Install a new PYI-PSS drip-less low friction shaft seal • Lift the engine to remove and fix the aft engine mounts to

accept ½" lag screws. I already replaced the original 3/8” lag screws in the forward mounts which were getting loose, with longer ½" ones

• Pull the heat exchanger, re-condition and put on new end caps and gaskets

• Compound, polish and wax the topsides which were getting real dull

I was dreading the Dec 1 haul-out fearing to see a lot of barnacles and blisters. But it did not look too bad and no blisters. See photo 1. The 4-year old Interlux Epoxycop hard epoxy antifouling has worked very well, but was clearly getting to the end of its useful life.

The Maxprop has given me a lot of problems over the last 3 years by generating serious vibration anywhere above 2000 RPM. No wonder, I could move the blade tips around a couple of mm and the outer housing was also quite loose. The prop’s internals have become too sloppy and it is now officially bronze scrap metal. I

already had it overhauled in 2005, no more.

After having the underwater body pressure washed by the yard (see photo 2), I was ready to get going.

After pulling the Maxprop’s hub with a large flywheel puller and applied heat, I lifted the engine with a hand hoist from the boom to pull the shaft out from underneath the engine. Of course I first

had to disconnect the hoses and wiring and mark these carefully so I could re-connect them properly and also disconnected the exhaust riser. Photo 3 shows the engine lifted, and the propeller shaft already pulled and placed in the cockpit, see the coupling flange in the picture.

Meanwhile on Saturday evening, Santa arrived at the Palacios water front on a small bay shrimper to the delight of the Palacios kids. See photo 4.

Tech Article C36 #849- by Hans Tueu C36 Mk I Long Deferred Maintenance finally gets done!


Photo 3: Lifting Engine to pull shaft and remove aft engine mounts

Photo 4: Santa’s Arrival in Palacios

Photo 5: Prop Shaft being re-furbished and polished

Photo 6: Aft Engine Mounts prepped for larger lag screws and painted

Photo 7: Heat Exchanger re-furbished and clamped on the bracket

Photos 8 & 9: Cutlass Bearing Driving Tool

Tech Article C36 #849- by Hans Tueu C36 Mk I Long Deferred Maintenance finally gets done!

I removed the old cutlass bearing by carefully sawing two slots in it from the inside with a hack-saw, after which I could pry it out with some brute force and a screw driver. I put a few scratches on the inside of the bearing housing, but nothing major. Now it was time to take the propeller shaft, heat exchanger and aft engine

mounts home for rework and to drive to Kemah (twice) to get parts. Photo 5 shows the prop shaft being re-furbished at home, with the fixed blade prop test fitted and the PYI-PSS shaft seal ring already slid on close to the coupling. I never removed the coupling and did not need to.

Photo 6 shows the aft engine mounts with the mounting holes drilled out to accept ½” lag screws and being re-painted.

Photo 7 shows the heat exchangers after clean out, with new caps, re-painted and re-installed on its engine bracket.

(Continued page #22)


Photos 10-11: Driving tool worked fine and pushed the bearing in place

Photo 12: Shaft re-installed w/ new shaft seal and raw water supply

I was sure that I could not just hammer the new cutlass bearing in the strut so I developed a home made driving tool from ½” threaded rod, two hard oak blocks and several nuts and washers, see photos 8 and 9.

Photos 10 and 11 shows the new cutlass bearing installed. I had to heat the strut housing and put the bearing on ice to get it started

about 1 inch without much force. With a lot of liquid soap, some help and pulling very hard on the wrenches, the bearing slid all the way in. I took no pictures of this process, since there was no time to waste before the strut housing cooled and the bearing got warm.

I re-installed the propeller shaft underneath the lifted engine and through the new PYI-PSS shaft seal, lowered the engine on the supports and made-up the coupling. I slid the PSS sealing ring hard up against the carbon housing and rubber bellows and fitted the PSS with raw water supply branched off from the raw water cooling hose to the heat exchanger, see photo 12. It took me a while to find an effective way to compress the bellows about 20mm in accordance with the instructions. That required quite a bit of force.

On a friend’s C36 MKII the PSS water supply hose did not have a shut-off valve, which I only found out when taking his raw water pump apart to replace the impeller and water would not stop flowing. It took me a while to figure out why, but only after checking his raw water strainer later. In retrospect I should have

installed the shut-off valve right on top of the PSS seal to get minimum hose length between the seal housing and the valve, but this will work OK (for now).

I found out that the propeller shaft was binding pretty hard in the brand new cutlass bearing and it became clear that the engine was installed too low in the boat. It must have been too low since I owned the boat (2001) since I kept all mounts pretty much at the same height over the last 9 years. I guess it shows that you need to align the shaft in the bearing first with the boat on land before fiddling with the alignment of the coupling flanges. After raising the engine ~8mm on the forward mounts and ~6mm on the aft mounts, the alignment was much better. This may explain why the old cutlass bearing had worn out so uneven and why it emitted a loud droning sound at higher RPM.

Interlux no longer makes Epoxycop, but hard copper based epoxy bottom paint has proven to me to work well in the TX coastal waters. So I looked for another similar paint and decided to go with Pettit Un-Epoxy. Interlux is making too many changes in their paint lines in my opinion. These hard copper based epoxy paints are affordable and since I needed 3 gallons for 2 coats, going with some of the fancy bottom paints at 2 to 3 times the price was not an option. The Un-Epoxy cost me about $ 80 per gallon + shipping from Jamestown Distributors. For some reason the local chandlers only seem to carry the expensive stuff at $180 to $240 per gallon. According to a Pettit technical rep (contacted by e-mail) the Un-Epoxy can be applied over Epoxycop after 80 grit sanding. I wet sanded the bottom with coarse and hard

Continued page #23

Continued from page #21


Photo 13: First coat of Pettit Un-Epoxy applied

Photo 14: Ready for Launching on Saturday Dec 18

Photo 15: “Sailor” Prop painted and ready

3M scrubbing pads which worked very well and kept dust to a minimum.

Photo 13 shows the stern of the boat with the first coat of black Pettit Un-Epoxy applied. With the sun low in the sky it almost looks like a coat of copper.

Compounding, polishing and waxing turned out to be the most tiring and muscle busting work of all. It took me at least three full days, using 3M Imperial compound, 3M compounding and polishing pads, Collonite boat wax and an affordable power polisher. This was hard work for an old(er) guy and this when you find out that a 36 ft boat can be pretty big. But the topsides look much better.

Photo 14 shows my boat ready for launching with 2 new coats of bottom paint and the topsides polished and waxed. Photo 15 shows the “Sailor” type propeller with 3 coats of Pettit Zinc

Barnacle Barrier. This zinc spray paint worked quite well on my Maxprop, so I used it again rather than put on thick coats of anti-

fouling. A prop needs to be smooth and its profile disturbed as little as possible.

Note that the propeller only has only one nut. The problem here is that the previous owner had to shorten the shaft’s threaded section to fit the Maxprop. In 2001 I had to have the “Sailor” prop’s hub machined shorter to make it fit with the short threaded shaft section. I liberally applied Thread-Lock Red on the thread, so it may take some high heat to get it off again in the future.

Life in Palacios is pretty slow, so I was not able to launch the boat until Tuesday Dec. 21 since the yard only hauls boats from Tuesday through Thursday. Launching went off without a hitch, and the engine started promptly. I was very anxious to see if the propulsion would now run OK, so I immediate went out on the Bay and cranked her up. With the clean bottom, new cutlass bearing, the very low friction shaft seal, better shaft and engine alignment and the fixed blade prop, there was no undue vibration anywhere between idle and 3000 RPM. It is also the first time that the engine came up close to 3000 RPM in gear since I have owned the boat. Boat speed at 2500 RPM was about 6 knots and at 3000 RPM it got close to 7 knots. I am very happy with that and confident that I can make some more long distance cruises with reliable propulsion. The new PYI-PSS shaft seal had no leakage at all, even before running the engine and I was impressed by that. All in all, my boat was in the yard for 3 weeks.

Now I need to polish and wax the deck, cabin and cockpit and complete all external wood re-finishing. Work never ends on a 36 ft boat. People that own larger boats must have enough $$$ to make others do the work.

Hans Treu, S/V “Dutch Boy” C36 #849 – Built 1988 December 2010

Continued from page #22


Tech Article C36 - by Bud Street - 1995 C36 Mk II #1494C36 Mk II Dual Racor Fuel Filter Installation

As most sailors have found, Murphy is alive and well on boats. He prefers to strike at the worst possible moments. I try to think like Murphy and, when reasonably possible, eliminate places for him to strike. One of these areas of concern is the fuel system.

Diesel engines only need clean fuel and air to run. Most often when they don’t run fuel is causing the problem, and as often as not bad fuel is the culprit. Since this is such a critical issue with diesels, it makes sense to build as much redundancy as possible into the fuel system and that’s what this upgrade is intended to do.

First, I should point out that the fuel tank on this boat is fairly easy to remove and have cleaned. This was done as a first step in keeping fuel clean. I intend to pull the tank and clean it about every five years. That goes a long way towards preventing problems, but it can’t help if you inadvertently get a load of dirty or water laden fuel from a marina. Having two primary filters that can be switched and changed on the fly will help deal with the latter problem.

I decided on this system rather than a polishing system because a polishing system will not immediately help if you get a load of bad fuel. It will help keep your fuel supply clean over longer periods of time but if you use your boat a great deal, as we do, you won’t have fuel sitting around in the tank for a long time. I also use fuel treatment to assist in maintaining fuel quality.

A further problem I wanted to solve was not being able to monitor the condition of the primary filter. Installing a vacuum gauge would give me a baseline to work from and so be able to tell when a filter needed changing before it became critical.

The Racor filter installed on the boat was an R220 which uses an R24 filter element. I was not able to find a new R220, they are no longer made, but I did find a new R225 which uses the R26 filter element. The filter housings for both the 220 and 225 look identical. The R24 and R26 filter elements appear identical except the R26 is about 1.5” longer. I have installed both filter elements on each filter housing and confirmed that they fit without issue. The R26 filter specs show it has a higher flow rate than the R24, probably the result of the extra 1.5” of filter area.

The cost of the R225 including a new R26 element was $85 from a vendor on eBay. I also bought a case of 12 of the R26 filter elements at what worked out to be $11 per element including shipping, also from a vendor on eBay. These elements sell for $35 each in Canada, not counting shipping. These are genuine Racor parts, not knockoffs.

I wanted to be able to change a clogged filter on the fly if necessary, so I needed to install two-way fuel valves before and after the filters. Other installations I have seen used a T on the fuel tank side of the filters, but doing that will not isolate a filter. Therefore the filter couldn’t be changed without shutting down the engine and turning the fuel off at the tank, then completely bleeding the system at start up. This setup should also minimize the time required to bleed the 2nd filter.

The first issue was deciding where to mount the valves and filters in the confines of the area behind the engine. The picture below shows this area as delivered from the factory.

After much trial and error I decided to locate the 2nd filter as shown below:

And the valves would be mounted as shown in the next photo.

Mounting in this way was the only solution I could find to put all the plumbing in place and still allow easy access to the raw water strainer. The valves are mounted to a block of red oak which is through-bolted to the wooden bulkhead behind it.

The valve furthest away (port side) is the inlet valve and the other valve is the outlet valve. The flow is from the fuel tank to the port


side valve which sends fuel to the active filter, then from the active filter to the starboard valve and from there to the vacuum gauge T and then to the fuel pump.

Now it became just a matter of cutting and fitting the lines. The valves are set up so that both handles point the same way to select a filter. The direction shown above is for the existing R220 filter and when turned 90 degrees to starboard the new R225 filter is in use. They roughly point at the filter in use. Turning them any other direction shuts off the flow of fuel totally. The fuel hose used is Shields marine hose meeting the CG A1 standard and all the connections were double clamped as required. The valves are marine

fuel valves from Moeller as is the shut off on the T for the vacuum gauge.

This picture shows the filters plumbed (and the newly rebuilt heat exchanger).

Next a T block was added with a shutoff valve and the vacuum gauge is installed into it to monitor the condition of the active filter. It was recommended to use a shutoff valve to be able to isolate the vacuum gauge in case it ever is broken and a fuel leak results. Without a valve you would have to shut down the engine to fix the problem. The final mount for this piece was not finished at the time of this photo and is not shown.

And finally, during the process of bleeding all the fuel lines, I found that our fuel pump was defective. It would run a little, then quit, then run a little, then quit whereas last spring when I reinstalled the fuel tank it would run steadily. If you gave it a sharp rap it would run a bit then quit. It appears the power lead is broken or loose inside the casing. Because this is a non-serviceable pump I replaced it with the new style Facet fuel pump that is a direct bolt on replacement for the old canister style. If there are filters on the inlet side, which is where the Racors are, it does not require a dedicated filter. It is also about one third the price of the old style unit and is readily available at NAPA but I have read mixed reviews about this pump. The fittings from the old pump fit onto the new one. The odd thing is that the fuel lines to the fuel pump are 3/8” while the line from the pump to the secondary filter is 5/16” and is only single clamped. The picture below shows the new fuel pump and also the newly installed glow plug solenoid replacing the existing one that also was defective. While getting the new solenoid and fuel pump at NAPA, I bought spares of each.

Another point of interest I found by accident during this process. The raw water strainer appears to be through bolted to the wood bulkhead behind it. In the process of mounting the valve I found that in fact it was screwed on and the screws were actually in contact with the center water tank and had worked their way partly through the plastic. Picture below shows this:

I removed the screws and clipped the heads off so they would not protrude through the bulkhead and reinstalled them.

Hopefully this installation will allow us to see trouble before it starts and deal with it expeditiously when it does. ◊


Here are a few photos of a modification I made to my pedestal using readily available stainless hardware.

Tech Article C36 - by Gary TeeterC36 Mk I Pedestal Modification


Little Geiger Cove, Catalina Island, So CA, USA

HOME PORTfromPOSTCARDS


S/V Wanderlust, racing from Dubai to Muscat, a 4-5 day voyage thru the Straits of Homuz of 360 n. miles each way!

See our route on the map below.Dubai, United Arab Emirates - home to Wanderlust!

The attached photo was taken at the start of our annual Dubai to Muscat race .

We sail up the coast of the UAE through the Straits of Homuz then just outside Iranian territorial waters and down to Muscat in the Sultanate of Oman . The race is 360 nm and takes 4 – 5 days dependant on wind. I have done every race since 1999 and the last five years in Wanderlust.

Wanderlust is moored at Dubai Offshore Sailing Club affectionately known as DOSC. The club is the oldest expatriate run club in Dubai having been formed in 1976. We are a non profit making club run by membership committee with the assistance of a professional manager, sailing manager and sailing staff plus a full catering staff. The club is very active with racing of different classes most weekends, 3 long distance races a year from 200 to 360 nm.

The club is very active with racing of different classes most weekends, 3 long distance races a year from 200 to 360 nm. Great clubhouse and terrace area with stunning food and liquid refreshments ! Kind regards, Phil

Phil from DOSC (Dubai Offshore Sailing Club photo), Dubai, UAE. now a few years old and we have since added a new mooring finger so capacity is now 120 boats

C36 Postcard from: Phil Ellerby, Dubai, United Arab Emirates, C36 #2060 “Wanderlust”


From: Phil Lindholm <pclindholm@hotmail .com>

Sat, March 12, 2011

Subject: RE: [C36IA] Jibsheet POSTCARD from HOME PORT

Phil and Leslie Lindholm, S/V Sun Soleil , Hull #400, home port Channel Islands Harbor, CA.

“Channel Islands Harbor is a real gem of a home port. It boasts beautiful weather year-round, restaurants, shops, and beaches all a short walk from the slip. The Channel Islands, including Anacapa and Santa Cruz Islands, can be reached in just a few hours sail , and for the adventurous, Santa Rosa and San Miguel Islands can within a day’s sail . Ventura Harbor is just an hour away, and Santa Barbara Harbor, with world-class restaurants and shopping is just 25 miles up the coast.

The East Santa Barbara channel , just off the coast, is well-known for challenging yet exciting sailing conditions, putting the C36 through her paces (which , as expected, she handles with grace and style!). Channel Islands Harbor has something for everyone, and is a tremendous home for our special boat. “

-Phil & Les

Phil & Les Lindholm, S/V Sun Soleil, C36#400

S/V Sun Soleil, C36 #400

C36 Postcard from: Phil & Les Lindholm, Channel Islands Harbor., So CA, USA, C36 #400

Channel Islands Harbor, north of Los Angeles, CA USA


March 5th , 2011:

Last week I drove the 1,800 mi . round trip from our home in N.C. to Sarnia, Ontario, Canada, Amante’s home port - Bridgeview Marina. I took this photo of the marina. I think winter pictures of northern marinas are neat.

Of course that ’s one of the old Great Lakes steamers in the background, wintering in our inlet. Way back on the right, the local party cruise ship can be seen ashore . The docks, in reality, sit higher over the water than they appear to in this photo. What you’re looking at is snow piled up on the ice , making the docks look low. And yes, you can see a few boats winter storing afloat.

Amante is wintering fine, on the hard. After six months, I just had to visit her, dry the bilges and put some charge on the batteries.

Fred J. Amante #2209, [email protected]

photo taken a few winters ago when two steamships wintered where Michpicoten sits today.

Bridgeview Marina, Sarnia, Ontario, Canada.

The aerial photo is oriented with north up. The channel where the steamships dock extends southward another 50 meters, where it

intersects with the river. The river is the St. Clair River which forms part of the border between Ontario, Canada and Michigan, USA.

This is at the southern tip of Lake Huron.

Fred Jackson , C36 Amante #2209

C36 Postcard from: Fred Jackson , C36 #2209, “Amante”, Sarnia, Ontario, Canada


Feb 26th , 2011:

Greetings Jibsheet:

Attached are three pictures of our C36 Allez Yukon all covered up for winter. You will notice the rudder is missing: I am in process of drying it out and modifying it to the new elliptical configuration . Also attached are four pictures of the Frosty Frolics at our marina today. The weather cooperated and it warmed up to about 27 deg F. There were not as many people as we have had in past years though so it was a bit of a let down , but it was still nice to see some of our fellow boaters. The Marina has just been renamed from Doral Marine Resort to Wye Heritage Marina and it is one of the largest marinas on the Great Lakes with dockage for over 800 boats. Our marina is located in the south east corner of Georgian Bay in an area called the 30,000 Islands in the town of Midland, Ontario.

Regards, Tom & Janis Grover

S/V “Allez Yukon”

C36 #0949, [email protected]

Wye Heritage Marina, home port to Allez Yukon.

Tom & Janis Grover, S/V Allez Yukon C36 #0949

Allez Yukon covered for the winter

“Frosty Frolics at our marina”

C36 Postcard from: Tom Grover, C36 #0949, “Allez Yukon”, Midland, Ontario, Canada


Håkan and Birgitta Bergström

Athena C36 #1166 (1992 model) in Holland enroute to home port

Athena’s C36 #1166 long voyage by truck-transport from Lake Tihany, Hungary, to her new home port

of Karlskrona, Sweden, approx. 1700 km!

How we met our Catalina 36, s/v Athena: We had been searching for a new sailing craft for a while. The last 20 years or so we sailed a 28 feet Compis, a Swedish sailing boot. As we wanted to make a little longer voyages and live longer periods on

board, we wanted a bigger boat, and thus began our search.

We traveled on the Spanish south coast searching; we were in Holland and in Greece. So on the Internet we found a yacht in Hungary, in the lake of Tihany. We contacted the owner, took a trip to Budapest, rented a car and found our new sailboat. She was registered in Vienna, Austria.

She needed same tender care, but since we like to do most of the boat jobs ourselves, the price was all right, and she is a wonderful boat she becomes a dear part of our family.

We decided to bring her home to Sweden by truck and so she came in May 2006. We bought her loaded on the truck and the payment was transferred after notice from the transport company. Then we had to wait for almost a week, a long week, since the transport was going through so many countries with different rules for large transports. So finally, I got the call on my cellphone, “we are her in an hour”. The crane was waiting in the harbor and I went to meet the transport in my car. And there they came; the truck with our new C36 with a leading car with flashing light. It took in my heart she was not so nice, very dirty and with some new scratches on the side. But she was mine, ours, and we were responsible to take care

of her, make her nice and give her back the “Catalina Glow”.

And now we have already sailed her five years. Fantastic!

There was some polishing and cleaning to do, a gasket in the engine to change and a new system for the sail setting to learn, an in-boom reefing system. Athena now has new covers, such as spray hood and cover for sail and steering pedestal. Two stanchions have been changed, and we bought an asymmetric spinnaker with snuffer, just for fun. And again polishing, and polishing, now she is a very nice lady.

We have made longer and shorter trips with her. In 2009 we went to Holland and back, a trip that took two months. Catalina 36 is a very good boat to live on. She has standard rig and wing keel. Wing keel with its moderate draft is good when sailing in the archipelago.

It took two years before we saw another Catalina 36 for the first time. It was s/v “Lively” from Holland, visiting Sweden. We contacted her and become very good friends with Ria and Herman. After that we have met several C36’er.

Now Athena is on land waiting for the spring ... and so are we! Håkan and Birgitta Bergström s/v Athena, Catalina 36 #1166 / 1992 [email protected], Karlskrona, Sweden

How We Met Our Catalina 36, S/V Athena #1166 by truck from Hungary to Sweden!


C36 Postcard from: Håkan & Birgitta Bergström, Långören, Sweden - C36 Athena #1166On 13 Jan 2011, at 09:07, Håkan Bergström wrote:

Hi everybody on the list, here is our weather update .

We have 2-3 feet snow and ice all over the archipelago. I don’t know how far the ice is reaching out in the Baltic.

For the last five years we have been living on a small island, were I was born , Långören , N56 03.8 ; E15 49.2. Långören is an old pilot station 1606 – 1960. I was born there and after retiring we moved back. My fathers have all worked there as pilots.

The ferryboat is not going now but instead we have to go by this hydro copter.

This winter however we live in town , Karlskrona were we have our grandchildren . Athena is on land in Karlskrona.

It has been a little warmer the last couple of days, around zero degrees Celsius. We are longing so for sailing in warm water…

Håkan and Birgitta, Athena/# 1166, Cheers

Håkan and Birgitta, C36 Athena, #1166

Långören, Karlskrona, Sweden This photo below was taken from the Pilothouse tower.

We live in the red house

Långören is an old pilot station 1606 – 1960. I was born there and after retiring we moved back.

My fathers have all worked there as pilots!!


C36 Postcard from: Chris Savage, Plymouth, Devon, England - TACUBA II #1703

Photo shows TACUBA II moored in the harbour on the island of Utklippan off Sweden’s east coast near the southern entrance to the Kalmarsund. It is a tiny collection of low islands, several of which have been joined together with concrete to form the small harbour in the middle that can , at a pinch , accommodate about 20 boats. The harbour is on the north side of the conglomerate, separated from the lighthouse to the south by a channel that allows entrance to the harbour from either the west or east. It has virtually no facilities, except for shore-power and a fish smoking hut run by the harbour master, but it is absolutely charming (in good weather) and was a superb stopping off place en route to Kalmar further north .

At the time the photo was taken , I had just retired from the European Space Agency and my wife and I had decided to spend a few months of our new-found freedom exploring the Danish and Swedish islands. We left Lelystad in Holland on 4 July (2004), sailed through the Kiel Canal and visited some friends in Denmark, before continuing up the east coast of Sweden to arrive in Stockholm on 5 August. We sailed back via Visby on the large island of Gotland, thereafter more-or-less retracing our route back to Lelystad, arriving on 9 September.

The photo was chosen in the context of my reply to Håkan . I took 303 photographs covering that trip, many of which are better than this one, and the trip was 6 years ago........ Still , it does show an interesting little retreat, different from the usual marinas that all look the same. Our most recent trip was to the north coast of Spain and back, but that was a “marina trip” so no pictures of the boat in peaceful anchorages - it was a great trip tho’......

Cheers, Chris

Chris Savage, S/V TACUBA II C36 #1703

TACUBA II C36 #1703 moored in the harbour on the island of Utklippan off Sweden’s east coast near the

southern entrance to the Kalmarsund


From: Bruce Stanley To: Steven Jones Sent: Sun , February 20, 2011

Hi Steven

Here are 6 genuine January / February sailing photos. this weekend was 32°C (about 96°F) and no wind!

Pictures 4 and 5 were the best I could do for this weekend. However the others better reflect Sydney’s Jan/Feb sailing conditions.

The photos were taken north of Sydney Harbour. Sydney Harbour is glamorous and great for racing.

Broken Bay/ Ku-ring-gai National Park (some 20 NM north of Syd Hbr) is outstanding for cruising and racing.

We spend 99% of the time in Pittwater and Ku-ring-gai National Park waters.

One Long Weekend a year we cruise south to Sydney Habor and sail past the Opera House, under the Bridge and feast at the Fish Markets ;o)).

Bruce Stanley/Sydney

C320/C36 Catalina Associations.

Pittwater, New So Wales, near Sydney, Austrailia aka Down Under

Bruce at the helm of “Fantastic Lady”

Postcard from: from Bruce Stanley, Sydney, Australia - S/V “Fantastic Lady”


From: Laura Olsen <safetsuper@gmail .com>

Sent: Sun , March 13, 2011 7:08:30 PM

Ahoy Fellow C36/375 Sailors!

Home port: Baltimore, Maryland and winter “might ” finally be on the way out. With Daylight Savings time starting today, it ’s a welcome sight to see the extra hour of sunshine. Fresh breezes of spring and warm summer days are on the way! However, it is March : a very fickle month here . It is my Admiral’s least favorite month . He was born in a tropical climate and would much prefer June or July......like tomorrow!

Only a week ago, it was 70 F at Henderson’s Wharf Marina. The next day, it did not break 45 F. This past Friday, I commuted home in a snow shower. It gives “March Madness” a whole new meaning.

I consider varied weather and four distinct seasons an attractive feature of our area. Spring brings nice breezes without the worry of thunderstorms. Summer is defined by bushels of hot, steamin’ crabs smothered in our famous “Old Bay” spice . Striped Bass or “Rockfish” as they are known locally, will be in abundance in the Chesapeake Bay. Top it all off with a cold beverage, stretched out in the cockpit of our C36 and life is good.

Fall offers some of the best sailing conditions on the Bay and, of course, the nearby Annapolis Sail Boat Show in October. Like any good sailor, I am superstitious when it comes to things boating, so we’ll skip further discussion of that “W” season for now (Hmm, I wonder if Vigor has a “de-wintering ceremony”).

“Admiral Dag aboard Miramar on our 30th anniversary, sailed from Baltimore to Annapolis & Eastport”

Postcard from: from Laura & Dag - Baltimore, Maryland - S/V “Miramar” C36 #938

Laura & Dag at the helm of “Miramar”

Next week I will head down to our slip to get Miramar ready for another season . Being the mechanic on the boat, I can’t wait to hear that M25XP rumble to life and to climb around the deck for a pre-sail inspection tour. It will feel GREAT just to be there . .

Laura


Ahoy Fellow C36/375 Sailors!

Home port: Bear Lake is a Freshwater Lake straddling the Utah/Idaho Border. It lies about 130 Miles North of Salt Lake City, Utah & is approximately 20 Miles Long (N to S) and 8 Miles Wide (E to W). Elevation is approximately 5912 ft. above Sea Level . The Lake usually freezes in the winter but is a Beautiful Azure Blue Color all summer long. There is one large State operated marina on the west shore that includes berths for about 300 boats.

The BEAR LAKE YACHT CLUB was organized on November 19, 1971. We have existed since that time as a group of concerned Bear Lake boaters.

Although named a “Yacht Club”, we cater to all persons interested in boating and the continued preservation of Bear Lake. The Club is concerned about environmental issues affecting the Bear Lake area as exemplified through the incorporation of the ecology insignia on the club burgee .

The Club organizes and sponsors social events, sailboat races, and other member activities. An important role of the BEAR LAKE YACHT CLUB is to serve as a conduit for communications between its members and state and local government authorities. The Club has a long-standing history of cooperation with the Bear Lake State Park Marina. Anyone interested in boating activities and/or the preservation of Bear Lake is invited and encouraged to join the Club.

“AirFair C36 #2062, at Bear Lake Yacht Club, Garden City, Utah

Postcard from: from Laszlo & Sandra Preysz - Bear Lake Yacht Club, Utah - S/V “AirFair” C36 #2062

Bear Lake Yacht Club members in summer


From: Greg Thornton <[email protected]>

Sent: Sun , March 20, 2011 Steve,

I finally got access to my neighbors dock for a couple of photo shots. I hope these are the kind of thing you are looking for. I’m just glad for a small break in the rain as it ’s already coming down again . We had 50 kt winds last night. It was like being on anchor watch coming down every 20 minutes to make sure the boat was still there .

My wife and I have lived in Marin County, California, just across the Golden Gate Bridge from San Francisco, for 21 years. For the first twenty years we lived deep in the redwood forest in Mill Valley. Seeking a change in climate, we sold our house and moved a grand total of five miles to Paradise Cay in Tiburon , Ca. As my wife says, we found a place where we can have one foot on land and one foot on the water (and sunlight year round!).

All the best, Greg & Leslie Thornton , Tiburon , No CA Refuge # 1700

“Refuge” docked at home port north of the Golden Gate Bridge in Tiburon, on the San Francisco Bay

Postcard from: from Greg & Leslie Thorton - Tiburon, CA - S/V “Refuge” C36 #1700

Greg Thorton with “Refuge” on No CA’s beautiful San Francisco Bay


Mata Hari , is moored in a small fresh water bay between two larger lakes in Seattle, Washington . She is called upon for equal duty of racing and cruising and consequently does neither exceptionally well .

The Admiral and I have a “standing rule”, i .e . one of those rules that should be followed but isn’t always, that in order to justify the costs of boat ownership we must use the boat no less than one weekend per month . This, of course, is never an issue from May through September because we race her every Tuesday night and at least one weekend day per month , and cruise her every other weekend and two weeks in July/August.

In order to meet our standing rule we signed up for a once-per-month racing series this past November - March . The five races were held on Puget Sound and each had its own personality. The first and fourth were cold with steady 25 - 30 knot southwesterly winds and each challenged us with gusts in the 40+ knot range. We flew the #3 headsail (105%) and a single reed main and kept the spinnakers below. At the end of the forth race I realized the wisdom of a #4 headsail (80% ish).

On the other 3 or 4 weekends each month we generally took advantage of the above average snow fall here in the Pacific Northwest. November and December were very good snow months, January a bit wet and warm, with February and March among the best in decades. We skied at “ski areas” only twice and backcountry toured the remainder of the time. Touring, for those unfamiliar, is were you ascend a hill on skis with ‘skins’, then ski down .

Looking forward to more sailing this spring and summer, and, my standing offer to all on the list remains; let me know when you are in the Seattle area, there is always room on the Mata Hari for you.

“Mata Hari” 30+ knots, reefed main, #3, water coming over the bow.

Below:: Paul & Trish at Whistler 3-19-11

Postcard from: from Paul & Trish Walchenbach- Portage Bay, Seattle, WA, USA; - S/V “Mata Hari” C36 Mk II #1660

Mata Hari crew after winter race. Paul (in blue with cap) and Trish (in tan kneeling with friend Bruce).


REPORTSFLEET

Fry’s Anchorage, Santa Cruz Island, So CA, USAPage #40 of 52 C36/375IA JIBSHEET - April 2011

Corned Beef & Cabbage Dinner

Photos by your JibSheet editor - I attended this meeting to get to know this very active, large, and upbeat bunch of sailors! This fleet has 17 C36’s!

Phil Rojas, C36/C375IA

Factory Liaison C-36 “Southern Witch”

Catalina Fleet NewsFleet #1- Santa Monica Bay, So CA

(17 C-36’s in this fleet, total 56 Catalina’s!!)

Fleet 1, Catalina Yachts of Santa Monica Bay hails from the South Bay area of Southern California, home of year around sailing on beautiful San Monica Bay, Catalina

Island, and Channel Islands National Park

Mary Houchin, our guest chef, made corn beef and cabbage and it was a huge hit. Delicious Mary!!! Our speaker was Jerr Dunlap!! It was so nice to see Jonathan and Marian Miller.

Norm talked our the Norm’s Short Cruise that will take place on Sunday, March 27th and Jean Chandler spoke on King Harbor Yacht Club Cruise on Saturday and Sunday April 16th and 17th. Both events are always crowd pleasers.

Bob White said that the Rendezvous committee just had their first meeting and he will report more to us at next meeting. The Rendezvous is July 8th, 9th and 10th. Mark your calendars.

Our next meeting will be Tuesday, April 19th with guest chefs Mary Anne Mendel and Jeanne Cronin. It will be good food with these two in the kitchen. Robert Marks is going to ask Byron Fiffer to speak.

See you on Sunday March 27th for Norm’s Short Cruise.

Ginny Lechler, Fleet Captain

Our March 15th meeting with 34 of our 64 members attending


Steve & Wendy Jones, Fleet #2 C36 #2164 Seal Beach, CA

C36

March 2011 C36 Catalina Fleet 2, Long Beach, CA

Greetings fellow Catalina sailors, and a big hello from sunny and warm So California.

We have enjoyed another normally mild winter, with many available days for day sailing in and around our coastline. (see photo from December 30th with snow covered mountains in the distant, and Catalina Island the other direction).

I have been unanimously elected by my wife and past commodore to write the Fleet 2 MainSheet and JibSheet articles this year...why not, as we both are editors of the C36/C375 JIBSHEET! (now that is a real project, and fun!).

Our Fleet #2 is gearing up for another highly anticipated Catalina Island summer sailing season with fleet cruises to our favorite 26 miles-distant destination across the San Pedro Channel - that of Catalina Island’s Two Harbors, home of the annual Catalina Yachts West Coast Rendezvous. This Rendezvous event will be our first group cruise of the summer on July 8th- 10th. Two

Harbor’s hundreds of moorings will be filled to capacity that weekend, with a huge number of Catalina yachts of all hull sizes. Every year the C36’s seem to rule with the most boats.

The photo included shows Catalina Island’s Two Harbors from a nearby mountaintop, and clearly depicts the basis for the name, as this island’s Isthmus (as it’s also know) has a harbor on both sides of the island. The harbor on the south side (left in the photo) is called Cat Harbor (short for Catalina Harbor), and has the distinction as the only natural harbor on our Southern

California coastline between San Diego and Morro Bay! The harbor on the north side (right in photo) is Two Harbors which is the most frequented by boats, as to get to Cat Harbor, one has to circle around the island’s West End, a voyage of about 20 miles. In the distance on the horizon is the mainland looking toward the Malibu area, about 40 miles distant.

Our Fleet #2 group shot at the picnic table is a favorite hiking destination when at Two Harbors, a kick-butt

C36/375IA Fleet News

Fleet #2 Sunny Long Beach, CA


“Malena” on her mooring at Fourth of July Cove, Two Harbors, Catalina Island, CA

hike up steep trails (locals call the hike “butt-hill” as it keeps them in shape). This sweet spot is known as the

“Secret Picnic Spot” as you cannot find it on your own without once being there -and still you forget- as its hidden on the hillside by a secret trail (honestly!).

The photo of a recent Fleet #2 impromptu meeting (most of them happen this way) took place on our C36 Maléna, see photo taken from the galley looking

towards the stern at our “FunZone” as we often call it, at cocktail hour. Note we are all smiles! What is there not to smile about when on a sailboat?

Our August Fleet #2 cruise will be to what we call our “Secret-Spot Cove”, also on Catalina Island, know only to locals and real-sailors wanting to get away from the

crowed scene at Two Harbors. (If I were to divulge the name of the cove, it would not be a secret, right?). See photo of Maléna anchored there last summer. Our

Fleet #2 boats will have to “spider-anchor” off of one boat in the middle of the tiny cove, as there is sure not too much room for typical anchoring. Subsequent MainSheet editions will have our Fleet #2 reports about these cruises.

Good cruising!

Steven & Wendy Jones, C36 #2164 Maléna Seal Beach, CA - [email protected]

C36/375IA Fleet News - Continued


Chuck Herman, CaptainFleet #9

January 2011 Cruise to San Francisco Bay’s famous Angel Island

Memorial Day 2010 Cruise to Petaluma, on Petaluma River, on the northern part of San Francisco Bay

Fleet 9 from San Francisco Bay has had a good start to 2011. Our first cruise In January was to Angel Island with 7 boats in attendance. Saturday afternoon was one of the warmest days in January. Late in the afternoon as the shade covered the boats

we were still comfortable sitting out in the cockpit. We gathered for cocktails on Felicity II, our newest fleet member, making new friends and catching up on the activities we all have been busy with over the holidays. Sunday morning we spent much of the morning inside

where it was warm, eating breakfast and catching up on our reading. Around noon we started leaving the anchorage with the dropping tide while there was still enough water to float our boats. Once we were out of the cove, there was an offshore wind that gave us a nice downwind run all the way to the Alameda estuary.

In March we have a trip to Sausalito, with dinner planned at a cooking school. The unique thing about this is that we are the students, and are taught how to prepare our gourmet dinner. We have 10 boats sailing in

for this cruise along with 3 who already have their boats moored in Sausalito.

April’s cruise coincides with the Strictly Sail boat show at Jack London Square. We plan to spend Friday at the show, then head out to Clipper Cove at Treasure Island for the weekend. We should have much less wind in the anchorage that at last year’s trip in June where we had 8 boats rafted in a 25 know breeze.

For Memorial Day weekend we are planning a 3 day weekend with 3 full days of sailing. Day 1 starts from San Francisco, 26 miles west to round the Farallon Islands, then 20 miles north to Drake’s Bay. Day 2 starts from Drake’s Bay, back around the islands then on to Half Moon Bay. Day 3 is a return from HMB to San Francisco. The last time we did this trip 125 miles were added to the boat log. If the weather cooperates, this will give us some great sailing in many different wind and sea conditions. We will have a warm weather backup destination planned in case the offshore weather forecast looks questionable.

June’s cruise destination of Glenn Cove Marina is a new destination for the fleet. Last year we stopped there for the first time on the way home from the delta and really enjoyed the facilities.

C36/375IA Fleet NewsFleet #9 - San Francisco Bay Chuck Herman, Fleet Captain


Sally & Bill Jack, Fleet #3 C42 #475 Chesapeake Bay, VA

March 2011

By the time you read this article, we will have our boats back in the water and hopefully will have a few cruises under our belts as well. Here in Pennsylvania, we’ll probably have another snow or two before Old Man Winter releases us from

his grasp. But we can see the signs of him weakening. The robins are back, the days are getting longer and since the kids are home for spring break, it’s time to paint the bottom of the Sally J and get ready to launch April 1st. As I write this, we are anticipating several inches of snow tonight and tomorrow. I look forward to complaining about the heat in my next article….

Catalina Fleet 3 has a full sailing schedule for the upcoming boating season beginning with two events in May, a Wye River cruise May 14th and our Annual Memorial Day Wine Tasting on May 28th. Following the Memorial Day event, members will embark on a southern Bay cruise. Please join us in these events. The

more, the merrier is definitely true when it comes to sailing and raft ups! Many of our events have become annual events and developed quite a following.

If fellow Catalina owners see our raft and want to join, we monitor VHF Channel 72 during events and are happy to have you join us. You may even want to become a member!

Check out our website at www.C36Fleet3.com for upcoming events, photos, newsletters, information and lots of other stuff. Before you know it, you’ll be hooked on sailing like we are! What better way to make friends than to share a hook, a beautiful sunset, good food and a few beverages after a day of sailing? We feel so fortunate to have been able to share these things with our friends in Fleet 3 and hope to share these times with new friends as well.

Bill and Sally Jack, Sally J (C-42, hull #475) Fleet Captains

C36/375IA Fleet News

Fleet #3 Chesapeake Bay Bill & Sally Jack, Fleet Captains

On July we have a trip to South Beach Marina in San Francisco to attend a Giants baseball game. The marina is right next to ATT Park for the game and after the game there are many nice restaurants within walking distance of the marina.

It’s been a few years since we have made a Fleet 9 cruise to the delta, and this is our destination for August. It usually takes 2 days to reach the destination anchorage, with 2 days scheduled for the return trip. Both directions can be made in one very long day, but you need the right tidal currents. Once we get to the

delta there are many destination choices, with places to explore, play in the water or just kick back and do nothing.

Come out and spend a weekend with us. We have a great group of people in the fleet dedicated to safe and fun sailing. Going together as a group we can learn from others and help each other to be safer on the water. For the latest information on Fleet 9, check out our web site at www.catalina36fleet9.org .

Chuck Herman, 2011 Fleet 9 Captain

(Fleet #9 report , continued from previous page)


Our year-around sailing paradise!

C36/375IA Fleet NewsFleet #6- Sunny San Diego CA

Fleet 6 hails from San Diego California, home of year around sailing on beautiful San Diego Bay and surrounding ports of call. Fleet 6 is under the umbrella of the San Diego Catalina Association (SDCA).

Our group meets the first Wednesday of the every month at 7:00 PM at the Silver Gate Yacht Club on Shelter Island (except May-Sept: on Thursdays). Meetings include informative industry speakers, “tech talks” and news of upcoming events.

Our group events include monthly raft ups (Feb. – Oct.), monthly races and regularly scheduled social events. The SDCA is an organization of Catalina owners with boats ranging from 22-42 feet. Recent guest speakers included a marine mechanic, a bright work specialist, a West Marine 12-volt expert and others.

This is an active group of Catalina owners and visitors are welcome and encouraged to come, especially C-36 owners.

Brad Poulos [mailto:[email protected]


Life is Good!… on our boats


Great Britain’s Ian Williams dedicated his victory to his mum in the Long Beach Yacht Club’s 47th Congressional Cup.

Leukemia claimed Williams’ mother Karen in midweek, but he left his grief on the

dock in driving his team to 17 wins, including a 2-0 sweep of defending champion Francesco Bruni of Italy for the championship.

“It’s a time to keep focused - part of the job,” Williams said. “She was a keen sailor. It’s what she would have wanted me to do.”

Ian Williams, 33, parked a barrister’s career to pursue match race sailing several years ago. The move has paid off with two world championship events and a tour card for automatic entry into World Match Racing Tour regattas. He currently is ranked #5 in the world with updated ISAF rankings late this month.

If Williams hadn’t been here, Bruni might have gone undefeated. His only losses in 22 races were one to Williams by one second in the double round robin and the two in the title match by seven and 17 seconds. Williams’ final count was 17-5.

After sweeping former champion Mathieu Richard of France by one and 20 seconds in the semifinals, as Bruni blitzed Finland’s Staffan Lindberg by 43 and six seconds, he never trailed against Bruni.

“It all depends on getting a good start,” Williams said. “Today we called [sailing to] the right [side of the course], and we got the right in all four matches. Long Beach has a particular look to it. You can

see the pressure on the water.”

His tactician was Bill Hardesty, a San Diego native who sailed as skipper for a fourth-place finish a year ago and knows these waters well.

“It’s all about having the right outlook on the team,” Hardesty said. “The outlook on the boat in the last race was the same as in the first race. When you lose that you make bad decisions.”

Williams’ team collected a cheque for $10,000 of the $41,500 total purse, which included a $1,000 bonus to New Zealand’s Phil Robertson for winning the fleet race for the six boats that didn’t reach the semi-finals.

Under Deed of Gift, the Congressional Cup® was established in August, 1964. The yachts used for this regatta are the world renowned fleet of 11 equally matched Catalina 37’s donated by Catalina Yachts in 1990. Beyond serving

admirably, these boats have significantly nurtured and influenced Congressional Cup and the entire world of match racing.

Many are unaware of our own Catalina Yachts’ generosity in the donation of an entire fleet of custom one-design racing yachts made specifically for one famous match race event, the Long Beach Yacht Club’s Annual Congressional Cup.

History:

With almost 50 years of competition, the Congressional Cup is internationally known as the oldest and most prestigious Match Racing Events in the world. The race series involves ten invited skippers and teams from around the world, racing on a C37 drawn by lot, competing on a windward-leeward course, resulting in a

C37 Fleet NewsUK’s Ian Williams wins 47th Congressional Cup, Long Beach Yacht Club, CA USA March 22-26, 2011

Continued next page


Your editor at Con Cup with Frank Butler, Gerry Douglas, and Sharon Day of Catalina Yachts

total of ninety separate races in a five-day period!

The Con Cup (as it is often referred to) has hosted most of the top sailors from around the world including Dennis Conner, Bill Flicker, Ted Turner, Terry Hutchinson, and Chris Law as past winners.

Match Racing - What is this?: The first of the modern match races was the Congressional Cup, hosted by Long Beach Yacht Club. Long Beach Yacht Club proudly remains the hosting yacht club celebrating the 47th year

of Congressional Cup. Match racing pits Skipper against Skipper in equally matched boats over a short upwind/downwind course. The result of the race is completely determined by superior tactics, strategy and athleticism. There are no technical advantages.

The seeming simplicity of match racing hides a complex game of tactics and strategy. Match racing actually begins five minutes before the starting gun, as each boat enters the starting area from opposite ends of the start line. Getting the advantage before the race starts is a vital trick of the trade, and both crews will work hard to gain an advantage. Personally, I find this to be the most exciting part of the race, as this all takes place virtually below us at the end

of the Belmont Pier. The top of the masts actually are a mere feet from the rail at times!

Other tricks of the trade include: 1) forcing the other boat across the line prematurely so they have to return and start properly, and 2) going upwind where the leading boat tries to interrupt the airflow over his competitor’s sails by blocking/interrupting airflow over his competitor’s sails, resulting in fierce tacking duels as the trailing C37 tries to break free of the “dirty” or turbulent airflow.

Returning downwind from the weather mark with spinnakers set, the leading yacht is at a a disadvantage for the same reason, which often results in the trailing C37 to catch up and even pass right at the finish line!

Rules:Match racing actually begins five minutes before the starting signal, as each boat enters the starting area from opposite sides of the starting line. Getting the best position for the start of the race is a vital advantage and both crews will work hard to win the best spot.Some of the tactics used to gain the advantage are:

• Forcing the other team over the start line prior to the start of the race

• Using the pier, spectator boat, or the race committee boat as a slalom to shake off a tenacious competitor

• Maneuvering in an effort to interrupt the airflow over a competitor’s sails.

(More photos next page)


Editor’s Congressional

Cup Photos


CATALINA 2011

RendezvousCatalina West Coast Rendezvous - July 8-10

Two Harbors, Catalina Island, California USARegistration & Info will be available May 1stSponsor: www.catalinyachts.comContact: [email protected]

Catalina Rendezvous - Port Sanilac - July 15 -17Port Sanilac Marina, Port Sanilac, Michigan, USASponsor, details & info: www.portsanilacmarina.comContact: [email protected]

Catalina East Coast Rendezvous - July 29 - 31New Bedford, MA, USARegistration & Info will be available May 1stSponsor: www.catalinyachts.comContact: [email protected]


To:

C36375

36-375CatalinaCatalinaCatalina

InternationalAssociation

InternationalAssociation

SJones


Documents

APRIL 2011 - Catalina 36 · Page #2 of 52 C36/375IA JIBSHEET - April 2011 “The JIBSHEET” is a publication of the Catalina 36/375 International Association A non-profit association