Some nice pics from the past

It’s a beautiful day here, I’ve just had lunch, am sitting in the main cabin looking out over the river at the water sliding past.  Its heading for the open sea, a space full of wide horizons, islands and adventures waiting to be had.

Being as summertime is so close, I thought I’d post these pics that I came across while doing some digital filing. They’re inspiring.  Roll on summertime.

David Perillo in Navigator “Jaunty” and Paul  Groom in Pathfinder “Varuna”.

http://www.jwboatdesigns.co.nz/plans/navigator/index.htm

http://www.jwboatdesigns.co.nz/plans/pathfinder/index.htm

Thanks David for the pics, I bet they bring back memories.

A good read on drowning

I pulled the following directly from this website.  Its a good interesting read, and pertains directly to those who spend time on the water, alone, with friends, with children.

My advice is to wear your lifejacket, everyday, everytime you are out on the boat.  I have a comfy life jacket that has pockets, doesnt get hot, but breaks the wind on cool days too.  It never gets in the way.  It only works when I wear it.  Anyway, read on:

Drowning Doesnt Look Like Drowning

The new captain jumped from the cockpit, fully dressed, and sprinted through the water. A former lifeguard, he kept his eyes on his victim as he headed straight for the owners who were swimming between their anchored sportfisher and the beach. “I think he thinks you’re drowning,” the husband said to his wife. They had been splashing each other and she had screamed but now they were just standing, neck-deep on the sand bar. “We’re fine, what is he doing?” she asked, a little annoyed. “We’re fine!” the husband yelled, waving him off, but his captain kept swimming hard. ”Move!” he barked as he sprinted between the stunned owners. Directly behind them, not ten feet away, their nine-year-old daughter was drowning. Safely above the surface in the arms of the captain, she burst into tears, “Daddy!”
How did this captain know, from fifty feet away, what the father couldn’t recognize from just ten? Drowning is not the violent, splashing, call for help that most people expect. The captain was trained to recognize drowning by experts and years of experience. The father, on the other hand, had learned what drowning looks like by watching television. If you spend time on or near the water (hint: that’s all of us) then you should make sure that you and your crew knows what to look for whenever people enter the water. Until she cried a tearful, “Daddy,” she hadn’t made a sound. As a former Coast Guard rescue swimmer, I wasn’t surprised at all by this story. Drowning is almost always a deceptively quiet event. The waving, splashing, and yelling that dramatic conditioning (television) prepares us to look for, is rarely seen in real life.
The Instinctive Drowning Response – so named by Francesco A. Pia, Ph.D.,  is what people do to avoid actual or perceived suffocation in the water.  And it does not look like most people expect.  There is very little splashing, no waving, and no yelling or calls for help of any kind.  To get an idea of just how quiet and undramatic from the surface drowning can be, consider this:  It is the number two cause of accidental death in children, age 15 and under (just behind vehicle accidents) – of the approximately 750 children who will drown next year, about 375 of them will do so within 25 yards of a parent or other adult.  In ten percent of those drownings, the adult will actually watch them do it, having no idea it is happening (source: CDC).  Drowning does not look like drowning – Dr. Pia, in an article in the Coast Guard’s On Scene Magazine, described the instinctive drowning response like this:

1. Except in rare circumstances, drowning people are physiologically unable to call out for help. Th e respiratory system was designed for breathing. Speech is the secondary or overlaid function. Breathing must be fulfilled, before speech occurs.
2. Drowning people’s mouths alternately sink below and reappear above the surface of the water. The mouths of drowning people are not above the surface of the water long enough for them to exhale, inhale, and call out for help. When the drowning people’s mouths are above the surface, they exhale and inhale quickly as their mouths start to sink below the surface of the water.
3. Drowning people cannot wave for help. Nature instinctively forces them to extend their arms laterally and press down on the water’s surface. Pressing down on the surface of the water, permits drowning people to leverage their bodies so they can lift their mouths out of the water to breathe.
4. Throughout the Instinctive Drowning Response, drowning people cannot voluntarily control their arm movements. Physiologically, drowning people who are struggling on the surface of the water cannot stop drowning and perform voluntary movements such as waving for help, moving toward a rescuer, or reaching out for a piece of rescue equipment.
5. From beginning to end of the Instinctive Drowning Response people’s bodies remain upright in the water, with no evidence of a supporting kick. Unless rescued by a trained lifeguard, these drowning people can only struggle on the surface of the water from 20 to 60 seconds before submersion occurs.

(Source: On Scene Magazine: Fall 2006)

This doesn’t mean that a person that is yelling for help and thrashing isn’t in real trouble – they are experience aquatic distress. Not always present before the instinctive drowning response, aquatic distress doesn’t last long – but unlike true drowning, these victims can still assist in there own rescue.  They can grab lifelines, throw rings, etc.

Look for these other signs of drowning when persons are n the water:

• Head low in the water, mouth at water level
• Head tilted back with mouth open
• Eyes glassy and empty, unable to focus
• Eyes closed
• Hair over forehead or eyes
• Not using legs – Vertical
• Hyperventilating or gasping
• Trying to swim in a particular direction but not making headway
• Trying to roll over on the back
• Ladder climb, rarely out of the water.

So if a crew member falls overboard and every looks O.K. – don’t be too sure.  Sometimes the most common indication that someone is drowning is that they don’t look like they’re drowning.  They may just look like they are treading water and looking up at the deck.  One  way to be sure?  Ask them: “Are you alright?” If they can answer at all – they probably are.  If they return  a blank stare – you may have less than 30 seconds to get to them.  And parents: children playing in the water make noise. When they get quiet, you get to them and find out why.
If you have any questions at all – please post them in the gCaptain forums under “maritime safety”
disclaimer: The views and opinions expressed by the author are not necessarily those of the Department of Homeland Security or the U.S. Coast Guard.

Daggerboard trunk glued up and rear seat glued on

Ok my patient mates, heres some photographic evidence of my work on the boat last week before I left for self-imposed exile at work.

First, I finally got that bedamned daggerboard trunk glued up.  Somehow, I wasnt forward thinking enough, and I glassed up the daggerboard without really giving much thought to how it fit in the already made trunk.  Well, I did but discounted further planing on of the daggerboard and decided that I was done with all the planing and sanding thank-you-very-much and whatever I had, I had.

This was most unfortunate, because I few more minutes of planing would have produced a superior quality board, and it would have fit in my daggerboard case.  So then I was stuck with the project of widening my case, but only by 2-3mm at most because really, all I needed was 1-2mm.

Fortunately, I found 3mm Okoume marine plywood at Goose Bay Lumber, and cut it to fit over the framing for the trunk.  This widened the trunk appropriately.  Here is the widening sequence in pictures:

Very self-explanatory, I think.

Next, I still struggle with the hardward issues for the rudder and transom gudgeons.  I dont know how Im going to get this rudder assembly attached to the boat.  The problem is that the hole to accomodate the tiller does not have the vertical clearance required to use a gudgeon-pintle scheme, which is by far the most convenient.  I toyed around with it and thought about enlarging my tiller-hole, but my pintle arms didnt fit around the rudder cassette.  A second order of larger, more heavy-duty gudgeons for rudder and transom fit great, except not with each other, and the arms were too long for the spacer in the cassette... A rod pushed through the gudgeons would not have fit cleanly and I would have had a clunky feeling rudder, the round peg in an oval opening thing, if you can visualize that.  So I still sit, wondering how I will fix this conundrum.  Many people have done it successfully, but Im still hunting around for the best hardware.

Because of all this drama, I have delayed gluing on the rear seat.  I got tired of having it loose, and glued it on before I left.  Here, yet again, is my "Forest of Bricks" holding it all down.

And the gratuitous parting shot:

Swinging the paintbrush

The big day has come.  Well, a slightly bigger day than some!  Its been a bit warmer of late, about 17 deg C here this afernoon and with primer paint on and sanded it seemed like a good idea to paint the outside of SEI’s hull.

Resene make really good paint,  the staff at their open 7 days a week branches are better informed and usually more helpful than those in the big box hardware stores paint dept, and I often use their paints.

This time I felt that I’d like a change from the usual high gloss enamel, I’d tried their water based enamel on the kayak and while its easy to slap on, and durable in terms of its ability to survive the elements it does scratch easily so I was looking to see what other alternatives there might be.

Sure enough they’ve got a semi gloss satin finish solvent based enamel called “Lusta-Glo”  ( Who thinks these names up?) . The spec sheet said all the right things, and within the limited range of colours in this paint type there were a couple that were close so,

Dark green hull, I bought a can of white which will have a few dribbles of the green added to paint the interior with, and a rich russet red for the gunwales and maybe a boot stripe along the waterline.

I put the first coat on today, brush coated, stroke lengthwise diagonal one way then the other then tip off lengthwise. 

It brishes nicely as long as the brush is kept fairly full, looks ok.  I like the idea of the satin finish, its more workboaty in its look plus I have to admit that one of the things that I like is that it tends not to show the defects in my building quite as badly as high gloss.

Its a little darker than this in reality, not quite Hunting Green or British Racing Green but about as close as the limited palette for this paint could get.  Looks good, but the data sheet says that it wont have its natural finish for a day or two after application.

I have to say it goes on well, no trouble keeping a wet edge and feathering the new paint in as you go.

Just as a by the way, Im trying to reorganise my shop, thats why its all untidy.

It’s a bit of a landmark in the build,  I’ll give her another coat on Sunday then flip her back over a couple of days later and get on with gluing the seats in and tidying up before doing the tinting trick with the green and white before painting the interior.

Soon.  The end is in sight, in this case it’s a double end.

Roll on summertime.

In which IAZ P boldly sails forth to new adventures

AHOY Mateys, Intrepid Readers, and friends!  I report to you this fine spring day that "I Am Zinea, Pterodactylus" has exchanged sailors in a happy fashion and is southwest bound from New Hampshire to the bustling and exciting 6th boro of New York City.  She is now in the hands of Capn Patrick Danger Danger and his nefarious gang.

Lots of symbolic appropriateness going on in this picture

Oh! Poseidon look kindly on IAZ,Ps new crew! I now shall recite to you this slightly modified age-old Goat Island Skiff plea. Amazing aquatic one, please receive it with benevolence:

May they enjoy fair winds and following seas,
High adventure and times of quiet relaxation,
May they always find the port before the storm,
and may she never abandon her crew in their most dire moment of need. 

Appropriate beverage-esque ceremony to follow.

I am happy to see this happen.

Thank you everyone, for everything.  Too many people to list, so many unknown peoples, it doesnt matter, thank you all.  IAZ,P has been such a wonderful experience in my life.  Please continue to follow GIS Amateur Style as we slowly segue fully into Sea Pearl 21 adventuring with "Scout" who has been featured in several previous posts, such as this one.

HUZZAH
HUZZAH
HUZZAH!!!

Spring is just around the corner Well several corners and a couple of straights really

Three minutes and forty four seconds.

Not a lot, you cant do much in that small amount of time.  I can type about 100 words, walk a hundred and fifty yards at a gentle pace, paddle around twice that if I am pushing it along, or brew a cup of tea.

Today I’m working on taking off the plank offsets for SEI, and I can tell you that although it’s not a complicated job, it takes a great deal more time than that. I’ve been on it most of the afternoon and it’s a job nearly done.

But todays time here in the southern hemisphere between sunrise and sunset will be three minutes and forty four seconds longer than the shortest day a couple of weeks ago. The seasons are heading for springtime and we’ll soon be able to tell the difference! 

I will be heading for summertime in 10 days time though, the long trip to Port Townsend has become an annual event for me, SCAMP Camp is a fixture these days, usually run just before the Port Townsend Wooden Boat festival in September this one has had to be scheduled early due to the Maritime Center being booked for our usual time so I am in there in a couple of weeks time being a Schoolmaster teaching people to put their kits together.

It’s a long trip, and most of the airlines go through LAX That place is my least favourite airport on the planet and I’d got to great lengths to avoid travelling through there, so this time I’ve managed to get a decent deal on the tickets with Hawaiian Air, flying via Hawaii then into SeaTac. No I don’t get a stopover, drat.

But its going to be an interesting northern hemisphere summer for me, Jackie Monies and I are touring, from Port Townsend to Michigan, back to Toledo Or for their boat show, then Port Townsend for the Wooden Boat Festival, then wandering south to Oklahoma, Texas and the Port Aransas PlyWooden Boat show.

Once we can get our heads together in PT we’ll be working out where we’ll be, who we can call on, what we’re doing. Our thoughts are to post our schedule so people will know when we’re in their area, stop for a day to meet builders and interested people, talk boats and other nonsense, then drive to the next stop.

All this takes time, more than the 90 days that my visitors permit allows, so I have to leave not only the country but “neighbouring countries and Island territories” as well.  So it looks as though we’re going to Belize, just for a few days. 

Could be a lot worse.

It will be well into spring when I get home to New Zealand again.

Hope to see you somewhere along the way.

JW

News from the boatshed

A grumble and other things.

Just recently over on the jwbuilders yahoo group, there was some discussion about temporary shelters in which to build a boat.  There were some good suggestions, and some that don’t apply here in NZ, but one of the things that came up was a reference to the very cheap kitset garages and carports available from several distributors of same.

I’m back home on board my ship again after a couple of days at my Ex’s house.  In exchange for another consideration I had volunteered to assemble a kitset garage that she’d bought.

Its one of “these”.

https://www.tradetested.co.nz/browse/garden-sheds/garages-workshops/workshop-garage-3-45m-x-6-02m-x-2-3m-dark-green.html

I’d hoped to use the completed space to get a couple of projects done, ones that are not easy when out in the weather here in New Zealands winter but that hasn’t worked out well.

In the little time that I’ve been able to put into it, I’ve put the foundations in, got three walls assembled and stood up, have a little of the roof on and have decided that it was not going to work the way I wanted.

It’s a nightmare of a thing to build, its so lightly framed that getting it straight and true is very difficult, the whole thing is in my humble opinion so light and flimsy that its not a good deal at all.

In fact upon asking around I’ve come across several other people including two who build this sort of thing for a living who are of the same opinion, so if you’re looking for a shed, I’d suggest that look very hard before you make your choice.

So I’ve bought a heap of cheap 45 x 70 framing lumber, drawn plans and today made up five roof trusses. Harder work physically than I’ve done for a while, but they are done.

In a week or so I’ll be back and will pre cut all of the studs and plates for the walls, and if the weather (dead of winter here in the South) co operates will have the old structure down and stripped, the idea being to put the wooden frames up and clad them with the tin from the kit.

She’ll have a decent  garage in which to put her little car, and I’ll have the use of my old shop again for 12 months.

The shop here where I am living is nowhere big enough for all the machinery I have in the old shop and I’ve nowhere else to put it. I’m ok with that for the most part but gosh I miss that big bandsaw.

And the buzzer (jointer).  And the big Drill press.  And the thickness planer, and the dust extraction system, and and and – Oh well, I think that its time to get the kayak out and go for a paddle.

Design wise, John Owens of JOWoodworks   www.jowoodworks.comis working up a prototype for a kitset version of  SEI, and today I am going over the plans and the hull of my own boat to get the “as built” measurements into the plans.

I’d tried on the drawing to pinch the hull slightly midships  to reduce the length of oar required to row her easily, but the planks would not easily take that shape.

Another demonstration of the old engineering saying that goes “in theory there is no difference between theory and practice, but in practice there is!”.

 So I’ve a little work to do.

John Owens is hoping to have that boat at Sail Oklahoma and the Port Aransas PlyWooden Boat show,  see you there.

About subject matter on this blog. 

It was originally started as a place for me to chat with my friends and some of those who are building from my plans, and its been going for quite a while now.  Readership is fairly high, around 5 or 6000 page views a month and its been useful to be able to refer people to posts where I’ve already written on a particular subject.

On reading through the statistics, I note that the posts that attract the most readership, are those on somewhat technical matters.

Some on boats, some on machinery or tools, and some on design.  Understandable, so I’ll be working on that in future, more tool tests and I have a couple of interesting ones coming up, as well as more design work.

I’m still trying to put up a post each Friday, but don’t bet on it, sometimes life gets in the way.

See you next week.

J

Tweaking the rig

I have been sailing twice more.  Both days were beautiful, one was with a good friend, and the other was solo.  I am constantly tweaking the rig and continuing to discuss it here, as I wrestle with sailing this boat solo (she sails great with a crewmember).  Shes kind of beating me up, but in a good learning-curve kind of way.  Each time solo, I understand her better, rig her better, underestimate her less, and am having more and more fun.  Its summer, the water is warm, and now is the time to push it, so I can be safe when further from shore or when the weather goes bad.  This is the time to answer the big questions.

Next week will see some changes to the rig, some slight work done, and hopefully a good day with honking wind to experiment with.

No camera on the past two trips.  Too bad too, I had a great picnic anchored below some towering white pines in a nice breeze on a beautiful summer day.  Next time!

The Wedge

The Wedge is a surf break in Newport Beach, California. Its normally a pretty calm and benign place to surf, with ankle high waves, soft breezes and plenty of sun. But when hurricanes blow up out of the Gulf of Tehuantepec and head in a northwesterly direction they send powerful waves north to California. Earlier this year, Hurricane Marie did that and the Wedge came to life with surf up to 20 high, bringing out big-wave surfers and fools.

The Wedge was created when the Newport Harbor jetty was built in 1936.

The unique shape of the big waves at the Wedge is the result of waves reflecting off the rock jetty that forms the entrance to Newport Harbor and combining with the next wave in the set, to form massive peaks. My friend Craig Bothwell, a talented amateur photographer was there when the the surf got big and sent me these photos. For more info or to get higher resolution copies of these shots you can contact him directly at bothwell.craig@gmail.com.

Big wave rider or fool?

Dropping in.

Spin cycle

Looks a bit like the North Shore

Dont try this at home.

Wonder what the gulls thought of this guy. Notice his board on the face of the wave.

Back aboard Finisterra, we left Catalina last Friday and decided to spend a night at anchor in Dana Point on our way to San Diego. We left Dana Point just before dawn the next morning and arrived at Southwestern YC at 1530 Saturday afternoon. We spent the next four days hanging out with friends and doing some last minute provisioning, and buying an inflatable SUP. Early Thursday morning Finisterra departed San Diego, and crossed the line into Mexican waters at 0900. In the early afternoon the wind piped up to about 20 knots as we approached the harbor in Ensenada, where we will stay a few days to check into the country, get phones and enjoy some fish tacos and Pacificos before heading south toward Puerto Vallarta.

The Columbia 43 a classic Tripp racer

The Columbia 43 is a big, muscular boat made for long ocean races. The boat is largely forgotten now because its birth coincided with the death of the rating rule it was designed to race under.

With a long, flush deck and a low gun-turret house, the boat is easily recognizable as coming from the drafting board of William H. Tripp, Jr., one of the great designers of the Cruising Club of America racing era. Trip designed the Columbia 43 as part of a suite of racing and cruising boats for Columbia Yachts that included two of the largest production boats of the 1960s, the Columbia 50 and the Columbia 57. In fact, the first model of the Columbia 43 had a Columbia 50s deck house.

Columbia 43 hull number 1 with the deck house off a Columbia 50.

The Columbia 43 is a fast boat. In its early years, a 43 finished first-in-class in the Transpac race from San Pedro, Calif., to Honolulu, Hawaii. As the International Offshore Rating rule took over the racing scene, the Columbia 43 was left behind in favor of boats that would rate better under the new rule. With the popularity of sailboat racing under PHRF, the Columbia 43 is again a contender for the silver.

A Mark III recognizable by her small rectangular ports.

Columbia also came out with a Mark III model that was even more competitive as a racer. It had a keel with a shorter chord and lead ballast, a modified rudder, and six additional feet of mast height. Columbia also abandoned its trademark long, low window on the side of the house for this model and substituted two, rectangular ports on each side giving it a mean, pillbox look.

Tripps name is synonymous with CCA racers that have centerboards, so, naturally, there is a centerboard version of the boat as well. It has an additional 1,300 pounds of ballast and a minimum draft two feet less than the keel version.

The boat was well laid out for racing with a galley to port and a U-shaped dinette to starboard, a step down takes you to the main saloon with facing settees that convert to four single bunks. Forward of that is a small head to starboard with a large standing chart table and a V-birth in the forepeak, The arrangement is somewhat less desirable as a cruising boat for a couple, but it is still workable. The boat also carried 50 gallons of fuel and 50 gallons of water, about half of what you would want on a cruising boat that size.

Columbia built 153 of the 43s: about a third at its yard in Portsmouth, Va., and the rest in the Costa Mesa, Calif., yard. A smaller number (about six) of the Mark IIIs were built. The longevity of heavy fiberglass construction means most are still sailing.

At least one Columbia 43 has circumnavigated the globe. Other boats ended up scattered across the world in the Mediterranean,Caribbean and the islands of the Pacific as well as in every coastal state. A 43 in Aruba takes out 22 passengers for day sails; a job its done every day for more than 30 years under two generations of owners. The large deck and 10-foot cockpit comfortably handles all 22 passengers. A tough boat indeed.

Columbia 43 under sail on the Columbia River.

Heres the Columbia 43 by the numbers:

• Length: 43 feet 3 inches
• Beam: 12 feet 4 inches
• Draft: 6 feet 11 inches
• Waterline Length: 32 feet 8 inches
• Displacement: 22,200 pounds (one source says 18,900 pounds)
• Ballast: 9,500 pounds
• Sail Area: 806 square feet
• Sail Area/Displacement: 18.24
• Ballast/Displacement: 50.26 percent
• Displacement/Length: 257.49
• Theoretical Hull Speed: 7.5 knots 
• Vertical Clearance: 58 feet 4 inches
• Built between 1969 and 1974
• Number built: 153
• PHRF number: 102 (Columbia 43 Mark III has a PHRF number of 96)

Gluing down the bottom

After gluing together the hull, I came to several decisions, one of them being that gluing is a pain in the ass.

Yesterday I glued down the bottom, and yes, gluing is still a pain in the ass. So much so, that I swore off building another glue-only boat next time, that Ill take fasteners thank you very much, this sucks!

This morning, when I peeked into the garage at my nemesis glue-job-boat, my heart softened a bit, and I feel a little better. But I came close-- In my mind I saw a big bonfire at one point.

Yesterday I smoothed out the seam between the two bottom pieces, scoured the chinelogs and BHs with a rasp to provide a rough gluing surface, planed the transom flat, and screwed the bottom down in place. This took a while, and I was so concerned getting it on straight that it went on straight, but offset by about 2mm or so. I realized this after I screwed it on. This is not a big problem, theres supposed to be a gap of 90mm between the buttstraps for the daggerboard trunk, and I left 95mm for just this scenario. Storer recommends placing the bottom on with the centerline marks on the inside, to line up with the centerline marks on the BHs. A good idea, but then I would lose out on the markings up top that showed where the edges of the boat were (bottom is overcut by 2omm) and they provided a good guide as to screw placement. A better idea would be to have a centerline on both sides. Needless to say, lots of crawling under the boat and back, and shifting the ply ever so slightly.

Screws were placed every 300mm (lines from lofting) and along the BHs (3 for 1+2, 5 for 3, 4, transom). This was insufficient as you shall see later on.


After the bottom was screwed on I made special note of where I had some larger than normal gaps between the bottom and the sides. In these areas I would apply extra glue. Everything appeared tight and for the most part, everything fit together really well. I was impressed.

Next up, I unscrewed the bow of the boat, lifting it with 2x4s. After pre-coating the chinelogs and bottom with unmixed epoxy (more crawling around under the boat), I applied what I thought was copious amounts of glue, using the ziploc-bag method which I still dont like, but it seemed to make the most amount of sense. Mixing the glue with the silica is still a bear, I still dont know how to judge how much silica to add so I eyeball it until I get the appropriate consistency. This takes time. Then, the application. 3 pumps of resin with 1.5 pumps of hardener covered approximately- maybe- 4 feet. Hardly anything. This was going to take a lot of glue.

I moved down the line, sending the 2x4s down to the stern and gluing and screwing in their wake.

(notice me mixing always mixing more mixing in background with knee pads that didnt come off between 10am and 11pm)

I think I made 3 moves aft, covering large sections at a time. The port bow had a little bit of a gap between the bottom and the side, and needed even more glue. This was going to take a lot of glue, as I mentioned before. This is when I started getting frustrated. When I put too much glue during the BH construction phase, it poured out all over the place and was a giant mess. Now, I was putting large amounts of glue onto the chinelogs and when the bottom came down, nothing. No excess squeezage, nothing. Let me just say this: Gluing the bottom takes a lot more glue than you think it will.

About halfway down, I realized I forgot to line the sides with packing tape to ease clean-up. SOB. So I had glue dripping down around the bow, which means Ill be sanding forever. Out came the packaging tape around the aft sections and the transom. By this time my wonderful wife took pity on me and she applied the glue while I mixed it. This doubled the speed of the operation, since mixing takes a long time-- at 3 pumps of resin per bag, there was a lot of mixing to do. She has a knack for how much glue to apply and when we screwed down her end, a perfect amount squeezed out. Damn.

With all the screws down (she held up the stern bottom and gently lowered it as I screwed it down moving aft), we inspected for a gaps. There were a couple small ones along the chine, and a few gaps that needed more screwed to hold the ply down. I would recommend a screw every 200mm at least, as opposed to every 300mm.

Then we flipped her over:






Hot damn, I have a completed hull (above pics are after the "clean-up" (used loosely)).

Clean-up was a super pain in the ass, by this time a lot of my squeegees were gluey and tacky and my rags were used up and I was running out of mixing cups and no matter how many new gloves I put on, I was sticking to everything. Some glue was firming up nice, which meant a struggle to clean it up as is smeared everywhere. Be ready to spend some serious time bent inside the boat cleaning it up. My glue station aftermath:

This took me a few hours of prep, followed by about 7 hours of gluing/cleaning up. Solo, it was slow going, no doubt.

The bottom is still not done, I have to trim the excess off, which will be another pain because its covered in rock-hard epoxy, but as far as Im concerned, the big jobs in this are completed. From now on things can be accomplished in short spurts as opposed to 12hr marathon sessions. Thank goodness. Im tired.

Did I mention this takes a lot more glue than you may think?

Bocas del Toro

We left the city of David at 0700. Our destination, Almirante, lay about 150 miles north, on the Caribbean coast of Panama. To get there we first traveled on a rough two lane road through the village of Gualaca, about 20 miles from David. Gualaca is at about 1000 feet elevation and is cooler than the sweltering coast. The road then took us up through the Cordillera Central, the high mountains that form the backbone of Central America. As we climbed higher toward the continental divide, cattle ranches gave way to highland rainforest. Traveling slowly over and around washouts and potholes, we wound our way up through fog and dripping rainforest to the pass, which I estimate to be at roughly 5000 feet elevation. Descending over a series of tight switchbacks on the northern slope of the mountains we passed La Fortuna reservoir at about 3000 feet elevation. This beautiful lake was formed when a dam was built in 1984, bringing hydroelectric power to the region. The Caribbean side of Panama gets more rainfall than the Pacific side and we rolled past banana and coconut plantations while the rain came down, sometimes in torrents, sometimes in drizzles on the way to Almirante.

Waterfront in Almirante

All along the road we saw people dressed for the holiday waiting for the bus to Almirante. When we got there, throngs of people, nearly all black or mestizo, were crowded around the water taxi terminal trying to get a ride to one island or another before dark. After an hour’s wait we managed to get aboard a water taxi to Bocas town. With the 25 foot boat loaded down with about 35 people and their bags, the overloaded launch motored out of the tiny harbor and gathered speed for the ten mile trip to Bocas Town where we were met by our friends, Craig and Liz. We celebrated our arrival there with a beer at a waterfront café and then hired a small boat to take us the last few miles to Isla Bastimento, where the Red Frog Marina is located. Craig and Liz have been living here aboard their 42 foot catamaran, Salida, for the last four months.

Red Frog marina, named for the tiny red frogs that are native to the area, is located in a small cove on the northwest side of the island. It’s part of a small resort that includes a hostel, cabins for rent and an outdoor bar on the beach. The beach is on the other side of the island, facing the open Caribbean Sea and is well known to surfers who come here from around the world to surf the many good breaks on Bastimento and other islands that make up this part of the Panamanian coast. The surf wasn’t great when we got there but we had a good time bodysurfing and then hanging out at the beachfront bar afterward.

The Pizza Oven at Rana Azul

The next day we sailed over to an area called Tierra Oscura (the Dark Lands in Spanish) and anchored in a cove known as Rana Azul (Blue Frog). There we met an Austrian named Josef who came to this place a few years ago with his wife, Maria, and built a tiny bar/restaurant on the edge of the jungle to serve the occasional sailors and eco-tourists that manage to find the place. They had sailed all over the world aboard their 40 foot sailboat, and decided to settle in this lonely but strikingly beautiful little spot. Their specialty is pizza baked in an outdoor charcoal fired earthen oven and Panamanian Mojitos. Since there are no roads to this place they had to bring everything in by boat, including a rickety old karaoke machine. Many a sailor has made a fool of him- or herself with that rusty mike-with-the-bad-connections in his hand, us included.

In the morning we upped the anchor and sailed for Starfish Cove on Isla Colon, where the snorkeling was fabulous. Later we took the dinghy around the point and halfway up the Bocas del Drago channel to a beachfront restaurant called Yarisnoris. Here we found tourists, lots of them. All around us at the restaurant we heard tourists speaking French, German and Italian along with English and Spanish. The locals of this area speak Guari Guari, which is a hybrid of Jamaican English, Spanish and Guaymi. Guaymi is name of the indigenous natives of this part of Panama.   Back when the Trans Isthmus railroad, and later the canal, was built, the French and American contractors imported laborers from Jamaica, Barbados, and even China, to work on those projects. Intermarriage among these groups as well as the native population has resulted in a rich cultural history and linguistic patois that is fascinating to hear.

From Starfish Cove we sailed for Bocas Town and anchored outside the harbor. Here we could see the local fishermen paddling dugout canoes out to fish the reefs and shoals that abound in this area. I first saw a dugout in Almirante and thought that perhaps the locals made them for tourists, of which there are very few in that town. But, no, they are working boats used every day by the local fishermen. I looked closely at a few of them and found them to be finely crafted vessels carved from a single log. It is not uncommon to see a man with wife and a kid or two

Native Dugout Canoe

paddling a dugout to or from Bocas town. The other boat that the natives use is the fiberglass panga powered by an outboard. Strong, fast and utilitarian, pangas are long and narrow open boats that are used for cargo, fishing, water taxis and just about everything else. There are dozens of small islands in the Bocas del Toro area and very few roads, so people travel everywhere by boat.

The food here is what I would call a uniquely eclectic blend of creole, Carib, Panamanian, European and American. I love the spice and tang of the local cuisine. The architecture along the waterfront and main streets is also a blend of Caribbean, Latin and European styles, all painted in bright colors. Located just nine degrees north of the equator, Bocas is out of the hurricane zone and the weather is what I call equatorial; Hot and sunny most of the time except when it’s hot and rainy. Humidity also stays near a hundred percent, so we swim or snorkel off the back of the boat every day.

Red Frog Beach, Isla Bastimento