Boat Bucks…


Enterprise is now in the hands of Chris Haddock at Gosport Boat Yard who will carry out the the “blue water refit”.

image As I said previously, I was impressed with Chris who owns – and still works in – his Gosport Boat Yard. Over the past few months I have been writing and re-writing lists.

I have spent many winter evenings reading books on preparing boats for blue water sailing from cover to cover – Beth Leonard, John Vigor, Nigel Calder, Tom Cunliffe, Les Weatheritt, Don Casey, Roger Taylor have all inspired and terrified in equal measure. I have been surfing the web; writing to previous owners of Moody 44 (some of whom are linked to on the right hand side bar on this blog); asking silly questions on the extensive Moody Owners Association forum; emailing friends and contacts who are actually doing circumnavigations at the moment….and finally I have produced a 16 page “Refit Plan” …! Obviously we cant afford everything on the list – nor do I think we need everything on the list. But you have to start somewhere 🙂

Chris did not seem at all perturbed by the “Refit Plan”. I think he is humouring me. But we have a pact that I will be working alongside his guys as they do some of the work that in actual fact should become part of my maintenance routine when Gosport is many thousands of miles away…they do say that “cruising is the art of boat maintenance in exotic places”.

We left the boat with Chris and his team to have a look over and I went back to Gosport a few days later to review the Refit Plan. Chris and his team spent the best part of 4 hours going through every item with me on the boat. Discussing, explaining, coming up with alternatives.

The plan became condensed somewhat. But there are still an alarming number of big ticket items on it. It brought to mind John Vigor’s concept of the “boat buck”. One boat buck = $1,000. So in my case lets just say that one UK “Boat Buck” = £1,000. By that reckoning I think there at least 5 items that cost several Boat Bucks each on the list viz. Hydrovane, watermaker, Chartplotter/radar, dinghy and outboard, Duogen. All quite alarming.  …Enterprise is certainly no Mingming…but then I am no “Roger Taylor” !

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The sails are back..


The weather has been getting colder and colder and I am getting worried that the plan to take the boat to Gosport on Feb11th is not going to be possible. But today was a good day. The sun shone and although it was –50C there was no wind and Seth at SolentSpars called to say that the sails were back and ready to hank on.

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Nice clean mainsail ..and genoa

I had the genoa shortened because on the delivery trip we had a lot of trouble reefing and furling it back in. The problem was that it was too long and so to stop it snagging at the head of the sail we had it re-cut at Arun Sails. We also had tell tails fitted and all the stitching checked.

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Seth & Luke surveying the job – everything you touch is freezing! Feed the sail through the mast and into this sail entry slot

The main also had tell tails added – although Seth tells me that they will probably get torn off by the slot in the mast after a few furl/unfurl operations. Seth, Luke and I spent an hour and a half in the freezing cold slowly feeding the main sail into the slot in the mast and gingerly hauling it up, and then replacing the extremely long vertical battens. Seth was very patient and showed me how to carryout this operation – just in case I am faced with some sort of emergency when I am far from any professional help.

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Inserting the vertical battens Carefully furling the main..so it will launch nicely next time!

Both sails were cleaned by OceanMarine and the main in particular looked like new – very unusual – it just shows that it has hardly been used by the previous owner. Although Richard at OceanMarine has been cleaning and occasionally valeting my boat for years I think he has excelled himself this time.

The mainsail is from MaxiRoach It is probably the best sail you can get for in mast furling. MaxiRoach say that their design gives 30% more sail area than any other furling main sail. So I am happy that while it wasn’t my first preference which would have been  a traditional fully battened main – it is “as good as it gets” for this type of main sail.

There are two very good articles on mainsails and the impacts of furling / non-furling and batten design here:

Visit to the sail makers


DSC03686 Today I had the pleasure of meeting Ivan Bole the owner of Arun sails in Boshum, West Sussex. Ivan has developed the business over the past 22 years into one of the leading sail makers in the UK, often making sails for small one man band sail makers to finish off under their own name or even “white labelling” sails so that other big brands can re-label them as their own.

Ivan was very welcoming and very knowledgeable being  an experienced sailor himself. It was interesting to see all sorts of sails being made in the large sail loft – from gaffsails to lugsail to topsails made under the Rockall brand to cruising and racing sails under the Arun brand – an Aladdin’s cave of sail technology.

Ivan walked me through the whole manufacturing process from computer design to numerically controlled cutters to hand stitching to patching and finishing

I wanted to see my cruising chute being made and also to get my anxious questions answered about what I see as the “challenge” of flying DSC03687a 1200 sq ft cruising chute.  But Ivan went one better and lead me over to a bench where he had laid out a similar, but completed chute on a very large work bench. He then proceeded to demonstrate how to launch  and recover the cruising chute and patiently pointed out a number of tips and tricks for making sure that you don’t get your halyards mixed up with your sheets,  or worse lose the whole lot over the side!

I was also worried (I do a lot of worrying…) about the weight of the whole sail and whether I could lift the sail out through the forward hatch and get it all hitched up on a heaving deck on my own. I am assuming my wife would busy trying to hold us on a steady course downwind and stop us from accidently gybing 🙂 Again I was astonished to find how light the whole sail is – another fear allayed….

I must say it was a pleasure to see a British company successfully manufacturing a custom and labour intensive product; holding off the threat of cheaper foreign imports;  and by so doing employing and preserving the knowledge of its work force.

Moody44colours

Now all that remains is to take delivery and get out on the water and give it a go… I have told SMR, who are masterminding the re-fit of all the running the rigging and the installation of the Selden bowsprit, that a condition of the whole order is that they come out with me on the water and oversee the maiden launch of the cruising chute – foolishly they agreed.

…watch this space 🙂

Measuring the Moody 44 rig…


The rig dimension list is helpful in determining the boat’s approximate sail area.  Once you have determined your sail area, the figures can be used to calculate the loads generated by the sails for any given wind velocity.  The loading calculations are essential to selecting gear with adequate strength for its intended application.

  • Mainsail = (P x E) / 1.8 (1.6 for racing profile mainsails)
  • 155% Genoa = (( J x I ) / 2) x 1.65
  • 135% Genoa = (( J x I ) / 2) x 1.44
  • 100% Jib = ( I x J ) / 2
  • Racing Symmetrical Spinnaker = 1.8 x J x I
  • Racing Asymmetrical Spinnaker = 1.8 x J x I
  • Cruising Asymmetrical Spinnaker = 1.65 x J x I
  • I” is measured along the front of mast from the genoa halyard to the main deck. The main deck is where the deck would be if there were no deckhouse (the sheerline)
  • J” is the base of the foretriangle measured along the deck from the headstay pin to the front of the mast.
  • P” is the luff length of the mainsail, measured along the aft face of the mast from the top of the boom to the highest point that the mainsail can be hoisted or black band.
  • E” is the foot length of the mainsail, measured along the boom from the aft face of the mast to the outermost point on the boom to which the main can be pulled or to the black band.
  • JSP” is the length of the spinnaker pole or the distance from the forward end of the bowsprit (fully extended) to the front face of the mast.
  • ISP” is measured from the highest spinnaker halyard to the main deck. The main deck is where the deck would be if there were no deckhouse (the sheerline)
  • PY” and “EY” are, respectively the luff length and foot length of the mizzen of a yawl or ketch measured in the same way as for the mainsail.
  • IY” is the measurement from the staysail halyard to the deck.
  • JY” is the measurement from the staysail stay to the front face of the mast.
  • LP” is the shortest distance between the clew and the luff of the genoa.
Comparing the measurements to the Moody 44 – “Enterprise”

  • Mainsail = (P x E) / 1.8 = 37.55m² —> actual sail = 33.85m²
  • 155% Genoa = (( J x I ) / 2) x 1.65 = 69.11m² —> actual sail = 58.59m²
  • 135% Genoa = (( J x I ) / 2) x 1.44 = 60.31m² —> actual sail = 58.59m²
  • 100% Jib = ( I x J ) / 2 = 41.88m²  —> I don’t have one
  • Cruising Chute = 1.65 x J x I = 138.22m² —> actual sail = 115.013m²
Moody 44 Rig Dimensions:

I = 16.49m = 54’0″

J = 5.08m = 16’8″

P = 14.17m = 46’6″

E = 4.77m = 15’8″

ISP = 16.49m = 54’0″

JSP = 5.08m = 16’8″

Actual Sail Areas on Enterprise:

Roller Genoa = 58.59m² = 630 sq ft

In-Mast Furling Main Sail = 33.85m² = 364 sq ft

Cruising Chute = 115.013m² = 1,238 sq ft

You can use Sailpower Calc – Which is an online calculator that works out the sail areas, forces and moments, when given the rig measurements and wind conditions. It represents, in a simplified manner, the aerodynamic module of a VPP (Velocity Prediction Program), used to predict a sailboat’s performance. Its quite interesting to see the effects on loads for wind speeds from 4 kts to 25 kts to 40 kts….especially when you use / don’t use the “auto depower” setting.

Staysail, storm jib, storm trisail, and inner forestay


Using an inner forestay provides an effective means to set a storm jib and bring the sail force in-board, closer to the boat’s centre of effort.  It can also be used to add a staysail incresaing sail area on reaches and runs, to complement a cruising chute or a large genoa for example.

Stay sail on a run Unfortunately the Moody 44 does not have a cutter rig and an inner forestay would have to be retro-fitted.

The trouble with a retro-fit is that the existing rigging is not set up to take the pressure of a stay on an unsupported area of the mast, and requires the addition of running backstays to provide the necessary support.

Enterprise already has a removable inner forestay – a Solent Stay – which is attached to a re-inforced pad eye using a Highfield lever. This is an inner-forestay variation where the inner-stay is attached to the mast very near the main forestay fitting.  In this arrangement the existing backstay provides the support for both the main and inner forestays, eliminating the need for runners.

I can use the existing genoa track and cars to sheet the stay sail for a reach or for running, but the stay sail is not easily sheeted in for close hauled sailing. Well you cant have everything.

I will also add a storm jib and a storm tri-sail to my sail wardrobe. Fortunately the Moody 44 does come with a track on the mast for hoisting a storm tri-sail.

Opinions vary about the need for a storm tri-sail. ”Of course, some boats will sail just fine with only a storm jib set, especially boats with long keels and balanced sailplans. The old cruisers that had keels that ran the length of the underbody, although slow and cumbersome, were very seakindly. The long keels gave them directional stability that even an unbalanced sailplan, i.e., too much sail forward or aft, could not mess with. On the other hand, many fin-keel boats without much underwater shape will suffer without both an effective storm jib and trysail set at the same time, since there is not enough lateral stability under the boat to help it ride the waves. The result is that the sails end up dictating how the boat will lie relative to the seaway. Therefore, setting only a storm jib without the trysail to counterbalance the sailplan would make it very difficult to keep the boat on a steady course…” (sailingbreezes.com)

I must admit that the thought of having to use the storm tri-sail means is worrying in itself, we would be probably in “survival mode” not just heavy weather sailing! The Moody 44 has in mast furling rather than a slab reefed sail which could be taken down to its 3rd reef. I would not really like any of the in mast furled main sail showing in 40/50+knots of wind, the same as with a roller furled genoa. I think you would want all furling mechanisms locked down tight. The International Offshore Racing Rules state that the area of the trysail should not exceed 0.175 x P (mainsail luff) x E (mainsail foot). That is roughly 20 – 30% of the main sail area,  but I think I would rather go for something at the smaller end of that range.

StormTrysail StormJib

It is also worth noting that you don’t just set the storm tri-sail on the boom. ”…Like the storm jib, the trysail should be set with its own sheets permanently attached at the clew. It’s important to note that these sheets should be run to a reinforced pad eye on deck or a snatch block on the rail, as opposed to the boom, which should be secured to the deck…” (sailingbreezes.com)

Plenty to think about here!.

Running rigging…


Ok, so one of the things on the “essential” list is to ensure that I have good running rigging and the friction is taken out of any think that can conspire to try and snag; jam; or just make life difficult. We have the usual mixture of some lines lead to the cockpit and some lines have to be worked at the mast. This is fine. On our last boat – a 32ft sloop – all lines were lead aft and because of the lighter loads they all worked absolutely fine whether reefing or hoisting the main – all the winches; pulleys and lines seemed to work perfectly in unison.

Already the delivery sail has shown that on this 44ft boat the loads are quite a bit larger and lines lead aft are not the labour saving arrangement that they should be.

Southern Masts & Rigging have specified the Kingbraid range of ropes for this job. And I have specified the following colour scheme for the rig. There isn’t a great range of colours so I have done my best to be sensible while making life a little easier in terms of identification by tired eyes and minds…this is my spec for the rigging.

Kingbraid

Upgrades / or nice to haves ?


Like many new owners the list of jobs that I want to do to "Enterprise" is too extensive for my pocket!

But, you have to have a list…from that you can prioritise and sift and sort until the essential jobs are identified and completed.

New sail plan cutter I have the added anxiety of planning for the dream of a circumnavigation – or at least an Atlantic crossing. In a way this makes identifying what is essential a bit easier than if I was just going to continue fair weather sailing and cruising around the British Isles. Its the realisation that forces and wear and tear on the boat will not only be greater, but there is no hope of getting any breakages fixed by pulling into a port.

First, the boat must be ocean seaworthy.

Accordingly, I have put the following right at the top of my list:

    o standing rigging
    o running rigging
    o sail wardrobe
    o rudder(bearings; steering)
    o keel (bolts; keel / hull seal)
    o seacocks

 

 

 

Its not that any of the above are causing me some urgent concern – the boat was surveyed and found to be in seaworthy condition on all the above counts.  But, I must know in my heart that I have examined each of the above in the light of a 30 day non-stop voyage, with at least one ocean storm as the ultimate “boat surveyor”.

I feel I must iron out all the friction in the “easy to use”  Furlex and Selden in-mast furling system – which MUST not jam. I must look at all the chaff points and think through how the running rigging and sails will survive 30 days of continuous use. I must  look at the mechanics of hoisting sails and putting them away at speed while effectively short handed or even single handed on this 44ft boat.

A rose by any other name would smell as sweet…


Boat name

Boat name

Jaz and I decided  we would rename “Kolfinna” to “Enterprise” in a way its a tribute to our previous boat “Enterprise” that had looked after us so well for 8 years and also because we liked the hilarity the name caused whenever we radioed a French marina – back would come the reply …”aah…beam me up Scotty…” followed by much laughter. believe me it takes a lot to get French marina staff to laugh!

The real problem with boat name changes is the bureaucracy of corresponding with the Lloyds Registry of shipping to enable this. You are allowed alternative names and you can chose from a list of authorised ports – but you cannot duplicate an existing registration. All that seems sensible, but you are not allowed to look up the existing registrations, so it is pot luck when you choose a name as straight forward as “Enterprise” whether or not you will be allowed it. Plymouth was our “chosen port” since we bought “Kolfinna” there and the boat was actually built there by Marine Projects Ltd.

As luck would have it we hit on a unique boat name that had not been registered in the port of Plymouth – obviously there are no Star Trek fans in Plymouth 🙂

Now all we have to do is change the details on the EPIRB registry, the CG66 registry ….oh, and most important, we must placate Neptune with a naming ceremony!

Thanks to John Vigor for his denaming ceremony 🙂