Stus-List Re: C 35 MK I interior

[Martin DeYoung via CnC-List]

Matt,

Calypso also had some issues in the mast step area. Back in 1998 when we 
brought her to Seattle we found some failed filler and reinforcement glass just 
forward of the mast step.  We ground out all the old polyester "bog" and 
rebuilt the area with epoxy and glass cloth. We then designed and had 
manufactured a new mast step.

Fast forward to around 2015 we purchased all the C&^C 43 "as built" drawings 
available from the C archives at the Maritime Museum.  One of those drawings 
documented how the C/Bruckmann team discovered both the early 61's and 43's 
had a weak point just forward of the mast step.  A fix was designed for the 
61's and 43's built after hull #1 or #2.  The 61 SORCERY was retro fitted with 
an "I" beam that went forward from the mast step about 10'.

During Calypso's restoration project we added "I" beams starting on each side 
of the mast step running forward about 5' to reinforce the repairs we did back 
in 98/99.

I expect that the C design team, Bruckmann's, and the owners paying the 
bills, on occasion, pushed the design/build envelope in pursuit of that elusive 
extra 1/10 of a knot. I also expect that is why some of the survivors from the 
70's occasionally need some extra repair/restoration.

Martin
Calypso
1971 C 43
Port Ludlow/Seattle

From: Matthew Wolford 
Sent: Tuesday, May 21, 2024 2:58 PM
To: 'Stus-List' ; j...@dellabarba.com 

Cc: 'Martin DeYoung' 
Subject: RE: Stus-List Re: C 35 MK I interior


My 42 Custom is also a Bruckmann “stick built” boat.  In my case, certain 
aspects of the boat were well constructed, others not so much.  For example, 
the recent project I commented on concerns the mast step.  It was constructed 
of aluminum and designed to span three stringers.  Given the apparent load on 
the middle stringer right under the mast, the step should have been constructed 
of stainless to reduce the chance of bending.  It also would have been handy to 
provide access to the two keel bolts underneath.  When we recently removed the 
mast step to gain access to these keel boats – possibly for the first time 
since the boat was built – we discovered the mast step was bent by about 3/8”.  
Fortunately, this did not break the welds.  However, this much compression on 
the middle stringer did break the fiberglass exterior of the stringer directly 
under the mast step, which, in turn, allowed water entry if the bilge filled 
that high (admittedly a rare event).  While affecting repairs, we decided 
against the “best fix” of replacing the mast step and spreading the load as 
originally intended.  Instead, we implemented a “good enough” fix of modifying 
and reinstalling the original mast step and repairing/fortifying the damaged 
middle stringer.  This project and many others revealed that the Bruckmann shop 
did a lot of things “on the fly,” like incorrectly positioning the rudder and 
compensating with two different sized bronze rollers, installing drainage in 
hull compartments that allows standing water, or using wrong size bolts that 
were probably laying around the shop.  It’s been a fun boat, but I’ve done many 
repairs that revealed construction issues.



From: Martin DeYoung via CnC-List 
Sent: Tuesday, May 21, 2024 5:18 PM
To: 'Stus-List' ; j...@dellabarba.com
Cc: Martin DeYoung 
Subject: Stus-List Re: C 35 MK I interior



I have experience with two 1970's era Bruckmann built boats, our 43 
commissioned in January 1971 and a 1974 C 39. I also owned a 1980 C 36 
which was not a Bruckmann built boat.



Both Bruckmann boats had a "stick built" interior and a balsa core deck. My 
experience with the 39 was making two Seattle/LA/Hawaii/Seattle round trips and 
being involved with the 39's maintenance and upgrades over 4 years. We have 
owned the 43 for 25 years and completed a 10 year restoration project last year.



On the two Bruckmann built boats I have experience with I found the build 
quality to be quite good.  After touching almost every square foot of the 43 
during the restoration the fit and finish seemed to be better than many 
similarly marketed boats.



The 43's issues that needed attention during our restoration project were not 
so bad given it was raced and sailed hard for 40 years.  Even the British Navy, 
back in +-1800 expected their ships to require significant work after only 18 - 
24 months of service.



Martin

Calypso

1971 C 43

Port Ludlow/Seattle

(To see pictures of a Bruckmann interior, search 1971 C 43-1 on Boat Trader's 
website.)







From: j...@dellabarba.com<mailto:j...@dellabarba.com> 
mailto:j...@dellabarba.com>>
Sent: Monday, May 20, 2024 6:56 PM
To: 'Stus-List' mailto:cnc-list@cnc-list.com>>
Cc: 'Martin DeYoung' 
mailto:martin.deyo...@outlook.com>>
Subject: RE: Stus-List Re: C 35 MK I interior



Bruckman would be a good thing, right?

I can’t believe someone hauled that b

Stus-List Re: C 35 MK I interior

[Martin DeYoung via CnC-List]

I have experience with two 1970's era Bruckmann built boats, our 43 
commissioned in January 1971 and a 1974 C 39. I also owned a 1980 C 36 
which was not a Bruckmann built boat.

Both Bruckmann boats had a "stick built" interior and a balsa core deck. My 
experience with the 39 was making two Seattle/LA/Hawaii/Seattle round trips and 
being involved with the 39's maintenance and upgrades over 4 years. We have 
owned the 43 for 25 years and completed a 10 year restoration project last year.

On the two Bruckmann built boats I have experience with I found the build 
quality to be quite good.  After touching almost every square foot of the 43 
during the restoration the fit and finish seemed to be better than many 
similarly marketed boats.

The 43's issues that needed attention during our restoration project were not 
so bad given it was raced and sailed hard for 40 years.  Even the British Navy, 
back in +-1800 expected their ships to require significant work after only 18 - 
24 months of service.

Martin
Calypso
1971 C 43
Port Ludlow/Seattle
(To see pictures of a Bruckmann interior, search 1971 C 43-1 on Boat Trader's 
website.)



From: j...@dellabarba.com 
Sent: Monday, May 20, 2024 6:56 PM
To: 'Stus-List' 
Cc: 'Martin DeYoung' 
Subject: RE: Stus-List Re: C 35 MK I interior


Bruckman would be a good thing, right?

I can’t believe someone hauled that boat to a lake about 12 miles long, but 
they did.

Joe



From: Martin DeYoung via CnC-List 
Sent: Monday, May 20, 2024 6:29 PM
To: Stus-List 
Cc: Martin DeYoung 
Subject: Stus-List Re: C 35 MK I interior



Any chance this 1970 35 was built at the Bruckmann custom shop?  Some of the 
details appear similar to the 70's era 43s.



The 43s were built with a teak veneer over the plywood bulkhead.  Calypso's 
(nee Arieto) original owner ordered the bulkheads to have white paint added 
over the teak veneer. (one rumor held it was to better see mosquitoes)



Martin

Calypso

1971 C 43-1

Port Ludlow/Seattle



From: Dennis C. via CnC-List 
mailto:cnc-list@cnc-list.com>>
Sent: Monday, May 20, 2024 3:18 PM
To: Stus-List mailto:cnc-list@cnc-list.com>>
Cc: Dennis C. mailto:capt...@gmail.com>>
Subject: Stus-List Re: C 35 MK I interior



Joe,



This must be a very early 35.  It's listed as a 1970.  I found what may be it 
in the USCG vessel search under Vessel Number 527443 but no hull number is 
shown.



It is quite different from any 35 I've ever seen.  The cabinetry is very 
different.  There are no frames around the above seat storages or hanging 
locker accesses.  The bulkhead under the seats is wood, not fiberglass.  The 
port above the hanging locker is unusual.  The one in the head is not.  (Hull 
61 has one of those.)



Dorades?  Go figure.



No wrap around seat backs.



The V-berth bureau drawers lack finger holes.  The fiddles on the bureaus are 
different.



The engine compartment appears to be wood.  The inboard navstation bulkhead is 
curved.  The 45 angle on the inboard end of the navstation lift up is different.



The galley sink is rotated 90 degrees from Touche's.  The head sink is 
rectangular.  Most are round.



No fiberglass step under the V-berth filler piece.  Might have been removed?



Most of these differences look factory.  I don't think they were owner 
modifications.



I'm guessing this boat was one or two steps removed from the C 35 prototype.



--

Dennis C.

Touche' 35-1 #83

Mandeville, LA



On Mon, May 20, 2024 at 11:13 AM Joe Della Barba via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Was this stock? I cannot recall seeing any other 35 with this much teak:

https://www.yachtworld.com/yacht/1970-c$c-35-mk-i-9350708/





Joe Della Barba

Coquina C 35 MK I

Kent Island MD USA




Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: C 35 MK I interior

[Martin DeYoung via CnC-List]

Any chance this 1970 35 was built at the Bruckmann custom shop?  Some of the 
details appear similar to the 70's era 43s.

The 43s were built with a teak veneer over the plywood bulkhead.  Calypso's 
(nee Arieto) original owner ordered the bulkheads to have white paint added 
over the teak veneer. (one rumor held it was to better see mosquitoes)

Martin
Calypso
1971 C 43-1
Port Ludlow/Seattle

From: Dennis C. via CnC-List 
Sent: Monday, May 20, 2024 3:18 PM
To: Stus-List 
Cc: Dennis C. 
Subject: Stus-List Re: C 35 MK I interior

Joe,

This must be a very early 35.  It's listed as a 1970.  I found what may be it 
in the USCG vessel search under Vessel Number 527443 but no hull number is 
shown.

It is quite different from any 35 I've ever seen.  The cabinetry is very 
different.  There are no frames around the above seat storages or hanging 
locker accesses.  The bulkhead under the seats is wood, not fiberglass.  The 
port above the hanging locker is unusual.  The one in the head is not.  (Hull 
61 has one of those.)

Dorades?  Go figure.

No wrap around seat backs.

The V-berth bureau drawers lack finger holes.  The fiddles on the bureaus are 
different.

The engine compartment appears to be wood.  The inboard navstation bulkhead is 
curved.  The 45 angle on the inboard end of the navstation lift up is different.

The galley sink is rotated 90 degrees from Touche's.  The head sink is 
rectangular.  Most are round.

No fiberglass step under the V-berth filler piece.  Might have been removed?

Most of these differences look factory.  I don't think they were owner 
modifications.

I'm guessing this boat was one or two steps removed from the C 35 prototype.

--
Dennis C.
Touche' 35-1 #83
Mandeville, LA

On Mon, May 20, 2024 at 11:13 AM Joe Della Barba via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Was this stock? I cannot recall seeing any other 35 with this much teak:

https://www.yachtworld.com/yacht/1970-c$c-35-mk-i-9350708/





Joe Della Barba

Coquina C 35 MK I

Kent Island MD USA


Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: West Coast C Rendezvous

[Martin DeYoung via CnC-List]

Calypso is staying in Port Ludlow, I have someone who saw the Boattrader ad 
planning a visit to the area and our classic wood hulled power boat needs some 
paint/varnish before our San Juan Island cruise starting next week.

Enjoy the gathering of the clan!

Martin DeYoung
Calypso 
1971 C 43-1
Port Ludlow 

Greta
1956 Matthews 42
Port Ludlow 

> On Aug 3, 2023, at 8:51 PM, David Miles via CnC-List  
> wrote:
> 
> 
> See you there Tom and Lynn. 
> At Silva Bay tonight. 
> Really looking forward to seeing everyone. 
> 
> David Miles and Dave Smith
> Impulse 1988 C 30MK2
> 
>> On August 3, 2023 5:01:29 p.m. Tom Buscaglia via CnC-List 
>>  wrote:
>> 
>> We'll be at Telegraph Harbor on Thetis Island tomorrow.  40  C's 
>> expected...should be some fun!
>> 
>> Who else is going?
>> 
>> Tom Buscaglia
>> Alera 1990 C 37+/40
>> Vashon Island, WA
>> www.sv-Alera.com
>> P 206.463.9200
>> F 206.463.9290
>> C 305.409.3660
>> Please show your appreciation for this list and the Photo Album site and 
>> help me pay the associated bills.  Make a contribution at:
>> https://www.paypal.me/stumurray
>> Thanks for your help.
>> Stu
> 
> 
> Please show your appreciation for this list and the Photo Album site and help 
> me pay the associated bills.  Make a contribution at:
> https://www.paypal.me/stumurray
> Thanks for your help.
> Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Insurance for larger boat - 15 foot increase maximum?

[Martin DeYoung via CnC-List]

When we purchased our 1956 Matthews 42 with twin 454 gas V8 engines we had 
difficulty obtaining insurance at any cost. After a haul-out survey, drawn 
fasteners, and certifying the survey findings we got to my qualifications to 
own and operate the vessel.

The insurance company that was most promising asked about my ownership and 
experience operating/navigating similar size vessels. They also asked about 
what training/education related to boat operation I had competed.

Fortunately, I had all those bases covered and we were able to bind coverage.  
The cost is 4X what we pay for Calypso.  We were expecting 3X, hoping for 2X.

I expect newbies, possibly during COVID buying more boat than they could handle 
along with high payouts from storm damage is driving insurance companies out of 
the market.

Martin DeYoung
Calypso
1971 C 43

Greta
1956 Matthews 42
Port Ludlow

From: Dennis C. via CnC-List 
Sent: Monday, July 17, 2023 4:49 PM
To: Stus-List 
Cc: Dennis C. 
Subject: Stus-List Re: Insurance for larger boat - 15 foot increase maximum?

Still haven't gotten any more information on this.

Dennis C.

On Sun, Jul 2, 2023 at 2:19 PM Dennis C. via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
This is strange.  I was chatting with a friend who is looking for a larger boat 
(power).  He said a couple of insurance representatives and a knowledgeable 
broker told him he could not get insurance for a boat more than 15 feet longer 
than his existing boat unless he has a master's license.  Anybody else heard 
that?

Can't seem to find an answer on the internet.  And how does one buy a first 
boat if it's long?

He's okay because he is only moving from 23 feet to 37 feet.  He has taken the 
Power Squadron course and said that didn't matter.

--
Dennis C.
Touche' 35-1 #83
Mandeville, LA
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu


--
Dennis C.
Touche' 35-1 #83
Mandeville, LA
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List C 43-1 for sale, Calypso's BoatTrader ad is placed

[Martin DeYoung via CnC-List]

I finally got Calypso finished, photo's taken, and way too much info put into a 
BoatTrader ad.  I included a mention of this cnc-list, the cncphotoalbum, and 
JKC's web site history of C and the 43's so anybody looking at Calypso who is 
not familiar with the C myth and legend has some reference.   Hopefully the 
ad will be live by 5pm west coast time today.

As I placed the saloon table back onboard I realized it had been almost 10 
years since I removed it to begin repairs. Today, with all the cushions and the 
table back in place Calypso looks better than it has since we bought her in 
1998.  Maybe someday I will total up how many gallons of epoxy, paint, and 
varnish were consumed. I estimate I put in 7,500 hours of labor, Calypso's 
co-owner maybe 2,500. (These would be amateur hours, not professional, YMMV.)

I still have a few small areas on deck to coat with Kiwi Grip.  After that we 
will get in some day sails and see to normal  boat maintenance stuff.

Martin
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Callisto for sale. 1974 35mk2

[Martin DeYoung via CnC-List]

Shawn,

Congrats on finding your next boat.  I expect Callisto has better than average 
performance than many cruisers.

The R2AK team “Ship of Fools” a 1974 C 35 MKII (an Callisto sister ship?) out 
of Victoria BC is in 4th place. It is surprising a older design monohull is 
able to keep pace with the lighter multihull’s.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42

On Jun 12, 2023, at 6:33 PM, Shawn Wright via CnC-List  
wrote:


Hello all,

Our search for our next boat to head offshore is finally over, and we take 
possession tomorrow to begin a major refit on her. She is a 1978 Fast Passage 
39, and the original owner wanted us to be her next caretakers, despite us 
saying no - they made an offer we couldn't refuse, and we knew that boats like 
this don't come along often (only 36 were made by Philbrooks right here in 
Sidney, and she has spent most of her life coastal cruising, so is lightly used 
for an offshore boat).

This means that we must place Callisto up for sale. The news came along very 
suddenly, so Callisto is still very much in cruising mode with the fridge and 
freezer stocked with food, and we have plans to cruise a few times before early 
July before diving into a refit with Halcyon Passage at the boatyard.

If you're looking for a solid and well-equipped, ready-to-cruise C (located 
near Victoria, BC), send me a message and I will forward you more info - I am 
still compiling all the upgrades done since 2019 - along with some photos, and 
a list of those items which I would be doing this year if we were not selling. 
I have gone over every inch of this boat since we bought her, and it's all on 
the FB page in my sig, so there are no surprises here.

In case you were wondering, we considered outfitting Callisto for offshore, but 
decided against this plan for two main reasons: we want a private aft cabin for 
crew, and a bit more stowage space for extended offshore voyaging, as I am 
hopeful that we will continue beyond Mexico...

I will miss the C gang for sure, so might just drop by on occasion to say 
hello.

Fair winds!

--
Shawn Wright
shawngwri...@gmail.com
S/V Callisto, 1974 C 35
https://www.facebook.com/SVCallisto
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Engine strangeness

[Martin DeYoung via CnC-List]

Transitory engine issues can create drama quickly.  Back in 1992 we had just 
taken possession of a 1981 C 36 and departed Seattle's Lake Union heading out 
to our saltwater moorage at Shilshole Bay Marina. This trip takes us west 
through the Lake Washington Ship Canal, under the Fremont and Ballard Bridges 
(needed to open them), and through the Ballard locks. The Ship Canal is narrow 
enough that it is rare to sail through it. It was also calm that day.  The 
engine ran just fine through the transit to and into the locks (approx. first 
hour of ownership). It is common to shut down the engine while locking through 
as it can take enough time to expose a few people to the exhaust fumes.

So, the lock gates open, the C 36's Yanmar 3-cylinder diesel fires up and 
aided by the outgoing current we departed the lock. Now it worth noting there 
is an opening single leafed Bascule train bridge with a clearance of +-48' at 
that moment's tide height a short distance west of the lock. Our 36's air draft 
was a little over 50'.
Given how the gods watching over errant sailors enjoy a good laugh from time to 
time the engine chooses that moment to shut down. It shut down in that way that 
indicates a restart is unlikely. The train bridge is also down. The current 
coming out of the locks is relentlessly pushing us towards the closed bridge. I 
am suddenly very concerned for the top few feet of the mast.

I immediately sounded the signal asking for an opening. I asked the boat's new 
co-owner to make ready to anchor.  I hit the starter to see if the engine would 
restart. It sputtered and died again.  I sounded for an opening again. Nothing 
promising was happening up on the bow in way of an anchor being deployed. I 
attempted another restart this time with the reduction gear in reverse to make 
use of any rotation of the prop.  I get maybe 15 to 20 seconds of run time 
which slowed our progress slightly. The bridge operator made the horn signal 
indicating he was able to open the bridge, no trains were in route.  I headed 
for the side of the bridge that opens first and hit the starter again hoping 
for another few seconds of reverse.

Fortunately, the bridge opened just enough and our path close to the opening 
end of the bridge equaled just enough clearance the mast remained intact, and 
we avoided an embarrassing episode where we would have needed to "strike the 
burgee", obscure the boat's name, and wear bags over our heads to avoid being 
identified.

The cause of all this entertainment was debris in the fuel tank blocking the 
fuel pick-up.  We hired a fuel tank cleaner/polisher who cut a inspection port 
removed the debris, cleaned the tank, polished the fuel and voila, no more fuel 
pick up issues.

Fast forward to 1999 and I am motoring our recently acquired C 43 along the 
same route.  When the truck from Chicago arrived, we had her unloaded at a Lake 
Union boat yard.  After 3 months of repair and upgrade work the boat was ready 
to leave but the mast was still in the paint shed so we motored off without a 
mast.  Didn't need to open any bridges and was relaxed about restarting in the 
locks and heading west. (The anchoring gear was ready to go this time.)  When 
we got to our Shilshole Bay Marina slip I contacted the fuel cleaning guy and 
had the tank thoroughly cleaned and the fuel polished to be ready for my next 
trip with the mast up and its 70' air draft.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow

From: David Knecht via CnC-List 
Sent: Saturday, June 10, 2023 12:47 PM
To: Stus-List 
Cc: davidakne...@gmail.com 
Subject: Stus-List Re: Engine strangeness

So the problem has not recurred in several hours of motoring over a few days so 
i am going to write it off as launch day blues. No water in separator. Fuel 
pressure gauge normal.  I cant see that i can do anything about it unless it 
keeps happening. Thanks for the ideas. Dave

Sent from my iPhone

On Jun 9, 2023, at 11:41 AM, Dreuge via CnC-List  wrote:

I once had a similar engine issue.  It would run fine one day (or half) and 
constant stall upon or shortly after restarts.  It turned out that my Racor was 
not full tightened.  Easy fix once found.

-
Paul E.
1981 C Landfall 38
S/V Johanna Rose
Fort Walton Beach, FL

http://svjohannarose.blogspot.com/

On Jun 9, 2023, at 11:27 AM, ALAN BERGEN via CnC-List  
wrote:


On Fri, Jun 9, 2023 at 7:22 AM David Knecht via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
I am out for the first time this season. Engine started right up. Motored out 
of harbor for two hours. Turned engine off for a while waiting for wind. 
Started back up. Ran for 15-30 sec and died. Started up and ran for a bit 
longer then died. Pulled bed to get access and fuel pressure and level in racor 
look fine. Started up and ran fine for 40 min. WTF?  Dave

Please show your appreciation for this list and the Photo Album site and help 
me pay the 

Stus-List Re: Ritchie Compass Repair

[Martin DeYoung via CnC-List]

I missed see who did the repair but I got great service and spare parts from 
Viking Compass.

I had Calypso’s main steering compass base repaired and rechromed. Viking 
updated the compensation magnets making the original base like new. (I 
considered the cost a good value but it wasn’t cheap.)

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow

On May 30, 2023, at 10:48 AM, Shawn Wright via CnC-List  
wrote:


How much did they charge? Mine has been sitting in a box for a few years due to 
a cracked dome and slow leak.

--
Shawn Wright
shawngwri...@gmail.com
S/V Callisto, 1974 C 35
https://www.facebook.com/SVCallisto


On Tue, May 30, 2023 at 9:40 AM Della Barba, Joe via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
The good news: Not only is my leak fixed, I think they just sent me a new 
compass. I cannot identify any part that doesn’t look brand new. If it lasts 
another 50 years I will be happy.
The ??? news: The light is green instead of red. I am not sure I like this, I 
will have to see how it goes.
The bad news: I am not 100% sure it will mount without some effort, It is not 
obvious if it has the same screw holes.


Joe Della Barba
Coquina C 35 MK I
Kent Island MD USA


Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: West Coast Rendezvous

[Martin DeYoung via CnC-List]

Peter,

Yes, Calypso and I will be around that weekend. I may have Calypso on her 
anchor if the marina is full. (I am using our classic power boat’s dingy to 
commute to Calypso when at anchor.)

Is the Fal Joslin race fleet booked as a group into the Port Ludlow marina?  If 
any participants need supplies for repairs I have many pounds of fasteners 
leftover from Calypso’s restoration.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow

On May 29, 2023, at 11:01 AM, Peter McMinn via CnC-List  
wrote:


Martin,
Sirius will be in PL on the night of 6/3 along with the rest of the PMYC gang 
doing our Fal Joslin race.  May we could check out the progress on Calypso then.

Peter

On Sun, May 28, 2023 at 2:10 PM Martin DeYoung via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
I was hoping to take Calypso up to Telegraph Harbor this year but our 
painting/varnishing in prep for her "for sale" glamor shots will delay any 
voyage north.

If any PNW boats are passing through Port Ludlow on their way north and want to 
meet up drop me a line.  With two boats in Port Ludlow and being PLYC's Port 
Captain I am at the marina most days.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow

From: ALAN BERGEN via CnC-List 
mailto:cnc-list@cnc-list.com>>
Sent: Sunday, May 28, 2023 11:27 AM
To: C mailto:cnc-list@cnc-list.com>>
Cc: ALAN BERGEN mailto:trya...@alumni.usc.edu>>
Subject: Stus-List West Coast Rendezvous

Anyone interested in attending the rendezvous without your boat: Telegraph 
Harbor is on Thetis Island, BC. There are several B's plus possibly other 
accommodations on the island. You can fly into Victoria, BC, and take a rental 
car to Chemainus. Then you can take a ferry, which runs regularly, to Thetis 
Island. There are also accommodations in Chemainus and other places on 
Vancouver Island.

Alan Bergen
35 Mk III Thirsty
Rose City YC
Portland, OR

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
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Thanks for your help.
Stu
--
Peter McMinn
 _/)
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: West Coast Rendezvous

[Martin DeYoung via CnC-List]

I was hoping to take Calypso up to Telegraph Harbor this year but our 
painting/varnishing in prep for her "for sale" glamor shots will delay any 
voyage north.

If any PNW boats are passing through Port Ludlow on their way north and want to 
meet up drop me a line.  With two boats in Port Ludlow and being PLYC's Port 
Captain I am at the marina most days.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Greta
1956 Matthews 42
Port Ludlow

From: ALAN BERGEN via CnC-List 
Sent: Sunday, May 28, 2023 11:27 AM
To: C 
Cc: ALAN BERGEN 
Subject: Stus-List West Coast Rendezvous

Anyone interested in attending the rendezvous without your boat: Telegraph 
Harbor is on Thetis Island, BC. There are several B's plus possibly other 
accommodations on the island. You can fly into Victoria, BC, and take a rental 
car to Chemainus. Then you can take a ferry, which runs regularly, to Thetis 
Island. There are also accommodations in Chemainus and other places on 
Vancouver Island.

Alan Bergen
35 Mk III Thirsty
Rose City YC
Portland, OR

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Motor Mounts

[Martin DeYoung via CnC-List]

When I replaced Calypso's engine mounts I also needed to improve how the bolts 
were fastened to the engine beds. Calypso's engine beds are fiberglass over 
wood (for height and width) with a steel bar laminated on top of the wood under 
approx. 1/2" of fiberglass.

I was able to go up one size of bolt by re-drilling and re-tapping.  IIRC I did 
use a heli-coil on several bolt locations.  I also had four SS "U" brackets 
manufactured with the intention to use them to overbuild the engine/boat 
connection. What I determined was the extra height would mess up the 
engine/prop shaft alignment enough that I would need to slot the engine beds 
and inset the "U" brackets.  I chose not to do that.  I still have the brackets 
if any lister's are interested.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

From: Rob Hamlin via CnC-List 
Sent: Friday, March 10, 2023 2:17 AM
To: Stus-List 
Cc: Rob Hamlin 
Subject: Stus-List Motor Mounts

Hi
I’m replacing the motor mounts C 37+, Yanmar 3HM35F motor.

Removed the two back mounts, looks like they are held in by machine bolts into 
bed.  The front two bolts holding each mount were stripped.

Question, anyone else came across this? thoughts on solution to re-fasten/bed 
the bolts.

-Rob
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Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List C 43 Calypso for sale

[Martin DeYoung via CnC-List]

We will be listed Calypso for sale in the near future.  I have a few more weeks 
of painting below deck and need a little warmer weather to finish the Kiwi Grip 
a few areas on deck.
One that's done I will post pictures and details on Boat trader or something 
similar. We have not yet settled on a listing price but the current thinking is 
in the $68K to $70K range, subject to further market study.  The basic 
details/history:

1971 C 43, hull #1 launched January 1971. Based in the Boston area as 
"Arieto" until around 1975. (In 1974 the stern and rudder were modified to 
specifications drawn by C)
Sail-Data.com's web site under "C 43-1" shows the original stern and the 
interior as it still is.
Around 1976 she was sold to the Green Bay/Lk Michigan area and renamed 
"Phantom" . After approx. 10 years the 43 was sold and renamed "Esta Es" and 
raced out of the Chicago area.  In late 1998 we purchased her and trucked her 
out west to the Seattle area and renamed her "Calypso".  We updated much and 
set her up for PNW and Mexico cruising.  When our plans to "commuter cruise" 
fell through in late 2001 we switched to short handed racing and cruising in 
the PNW.  This included a circumnavigation of Vancouver Island.  For the last 
10 years we have been making repairs and improvements to Calypso including 
replacing balsa core issues in the deck and repairing water damaged plywood 
bulkheads in the area of the baby stay/head.  Most of the interior was stripped 
and repainted. (It's white with teak trim as original)
During the summer of 2021 Calypso got new Awlgrip topsides and deck paint plus 
the bottom stripped to the first epoxy barrier, 2 more coats of new epoxy 
barrier added then ablative bottom paint.

If any listers know of someone "in the market as it were..." (a Capt Jack 
Sparrow reference) I would offer a finders fee if that referral were to end up 
as Calypso's next care taker.   I have fairly good pictures of the new topsides 
paint job but few of the re-painted interior at this time.  For the official 
listing I will have new pics inside and out plus a video of her sailing.

The timing for putting Calypso up for sale was moved up because my wife called 
in the promise I made when we bought her (24 years ago). That promise is my 
wife could pick our next boat.  Well she found a 65 year old classic wooden 
power boat that suits her fancy and made an offer. Since we (and Calypso's 
co-owner) have no offshore or long distance cruising plans I had very little to 
use as an argument to delay beginning the sale process.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Racing at night

[Martin DeYoung via CnC-List]

“A masthead wind instrument works at night.”

Absolutely, except when it doesn’t.  During the 1982 Vic-Maui race on a Britt 
Chance designed 54’ IOR boat in trade winds reinforced by a tropical storm 
nearby (steady high 20’s, gusts to mid 30’s) the wind instruments were lagging 
behind the actual apparent wind enough that we needed to improvise.  It was the 
kind of dark wild night that made Mister Toad’s Wild ride seem tame.  We had a 
reaching spinnaker up (slightly smaller sq area and shoulders) with a full 
mainsail. AWA of 160 was our target.  Boat speeds were running in the low teens 
until a good surf then headed into the high teens.

I was watch captain with two other, experience crew on deck.  We were quickly 
schooled by the wind gods that relying on the wind instruments resulted in 
being caught by the lee at the end of a surf. (The apparent wind goes forward 
while surfing then quickly back to “base line” when the boat slows.)  Naturally 
being caught by the lee in those conditions often resulted in a spin 
out/round-up/broach, mostly to weather. (Spin pole up, boom in the water.)  The 
owner would occasionally stick his head up from below complaining about the 
ride.  I would suggest we were at the top of the spinnaker’s wind range. He 
would indicate maybe we needed better drivers.)

On this particular night we resorted to dividing up the information processing 
tasks.  The helmsman concentrated on the compass using a base line course as a 
guide.  Another crew concentrated on calling out AWA as shown by the lighted 
Windex. (Usually something like “5 high” or similar.  When the Windex indicated 
we were by the lee a noise similar to an aircraft’s stall warning buzzer was 
used.)  Driving was intense enough we stood ½ hour tricks rotating through the 
positions.  This technique allowed us to sail fast, diving deep to ride the 
best waves and limit the spin outs to mostly gentle low impact events.

Until it doesn’t.  At the end of our watch (+-2AM) the new watch gains the deck 
and includes the “hired gun” rock star sailmaker helmsman.  The rock star guy 
total ignored my recommendations on how we got through the last 4 hours.  He 
steps behind the wheel (a very large diameter wheel popular with IOR boats) and 
starts sailing like he was in charge.  Shortly there after he drives into a 
leeward broach that lays the boat flat enough that the mast head was hitting 
the top of waves and most of the deck crew was left hanging by safety 
harnesses.  I imagine it was exciting down below.  The rock star lost his 
footing and rotated “ass over tea kettle” into the leeward corner of the 
cockpit. (Still holding the wheel.)  The mainsail attempted to cross to leeward 
but was trapped by a line wrapped around a coffee grinder winch handle.

As I was in the mid/crew cockpit and closest to the line trapping the mainsail 
I pulled out my trusty sailing knife and cut the line (line was part of a 
failed preventer).  As soon as my knife blade touched the highly loaded line 
the mainsail violently crossed to leeward splashing into the water. Now that 
the boat was freed of the tangled mainsail load it stood up straight (ish), the 
spinnaker popped full, and the boat took off downwind.  Unfortunately the rock 
star was totally disoriented, the rudder still hard over and the boat went into 
another broach therefore completing the coveted “banana split”.

Once we got the boat sorted and back on its feet the owner stuck his head up 
from down below and said “OK boys we can take the spinnaker down now”.  We 
spent the next day or so under twin headsails still making speeds in the low 
teens but under much better control.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail for Windows

From: dwight veinot via CnC-List
Sent: Sunday, February 26, 2023 12:54 PM
To: Stus-List
Cc: dwight veinot
Subject: Stus-List Re: Racing at night

A masthead wind instrument works at night. Learn your sail trim vs wind speed 
and wind angle in the daylight. Should be the same in the dark

On Sun, Feb 26, 2023 at 1:01 PM David Knecht via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
I just read an interesting article in Practical Sailor on red vs. white lights 
and night vision.  It reminded me to ask a question of those more experienced 
about night racing.  I have only done this a few times and found upwind 
steering at night to be a real challenge.  I normally steer by the genoa 
telltales.  In light, shifting winds which we inevitably encounter at the 
darkest hours, it is especially important to steer well to keep the boat 
moving, but it is hard.   We used a hand held spotlight to periodically check 
the telltales, but that destroys night vision.  Are there better solutions?  
Thanks- Dave

S/V Aries
1990 C 34+
New London, CT

[cid:image001.png@01D949EB.17A0B2D0]

Please show 

Stus-List Re: Boatless again

[Martin DeYoung via CnC-List]

Matt,

If moorage costs were a bit more affordable in the PNW would have gladly own 
his and hers boats.  My wife has supported my unreasonable passion for offshore 
racing and cruising since 1977. While she sailed back from Hawaii with me twice 
its clear she’s not going offshore again.  Back in 1998 when we purchased 
Calypso our plans were to sail her to the Sea of Cortes and “commuter cruise” 
for several seasons.  Well the gods laugh as men make plans. The events of 
September 11th 2001 and the effects on the aerospace industry sank my plans as 
I needed to stay focused of saving our manufacturing company from failure.

Calypso’s co-owner’s wife also has no interest in extended cruising.  The last 
time he said he wanted to sail Calypso to Hawaii I told him I would support his 
trip and wave goodbye from the dock.  I think what he really wanted was for me 
to do all the work and skipper the trip.  As I already have made 9 trips 
between Hawaii and the west coast I have little interest in 1 more.

Our plans between now and when Calypso is sold is to finish up the few 
remaining painting projects and go day sailing around the Port Ludlow and Port 
Townsend area.  I expect someone here in the PNW with interests in cruising the 
PNW/Alaska and the west coast of North America will find her a good value and 
excellent cruising platform.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail<https://go.microsoft.com/fwlink/?LinkId=550986> for Windows

From: wolf...@erie.net<mailto:wolf...@erie.net>
Sent: Thursday, February 23, 2023 5:53 AM
To: 'Stus-List'<mailto:cnc-list@cnc-list.com>
Cc: 'Martin DeYoung'<mailto:martin.deyo...@outlook.com>
Subject: RE: Stus-List Re: Boatless again

Martin:

Say it ain’t so.

My wife and I have the same deal.  I had two conditions: 1) 
college tuitions are all paid; and 2) we win the Wolford Trophy (a two-day race 
series named after my Dad) on the 42 Custom.  We won the Wolford Trophy last 
fall (two firsts).  I have about two years to go on college tuition.

Matt
    C 42 Custom

From: Martin DeYoung via CnC-List 
Sent: Wednesday, February 22, 2023 2:53 PM
To: Stus-List 
Cc: Martin DeYoung 
Subject: Stus-List Re: Boatless again

We are preparing to list Calypso for sale in the near future but a 1971 C 43 
doesn’t meet Danny’s list of desired features.  My wife has called in the 
promise I made when we first bought Calypso. This  means she gets to pick our 
next boat. To her credit she has waited well over 20 years to call in that 
marker.  Much to my concern she’s focusing on classic wooden power boats. One 
she’s looking at even has gas engines.

If someone wanted to cruise the west coast of Mexico Calypso is well set up for 
that as that was our plan when we first brought it out to Seattle.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow


Sent from 
Mail<https://na01.safelinks.protection.outlook.com/?url=https%3A%2F%2Fgo.microsoft.com%2Ffwlink%2F%3FLinkId%3D550986=05%7C01%7C%7C8be9524d48254fb66da308db15a562d2%7C84df9e7fe9f640afb435%7C1%7C0%7C638127572295458120%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000%7C%7C%7C=Mq6xF6Z9%2BFXhN1BJHYEr%2F2HcWBB%2B3XIdaXZp%2B7u%2FC48%3D=0>
 for Windows

From: Joel Aronson via CnC-List<mailto:cnc-list@cnc-list.com>
Sent: Wednesday, February 22, 2023 11:30 AM
To: Stus-List<mailto:cnc-list@cnc-list.com>
Cc: Joel Aronson<mailto:joel.aron...@gmail.com>
Subject: Stus-List Re: Boatless again

Danny,
C 43?
Hylas 46/49/54/56 (no separate shower on the 49)
Outbound 46 (hard to find)
Bristol (older)

Good luck with the search!
Joel

On Wed, Feb 22, 2023 at 1:42 PM Danny Haughey via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
Hi guys,

So, We sold Rum Runner IV and we're going to start the process for our next 
boat.
I'm not really sure who said that selling a boat is typically a happy day for a 
boater.  This is our 3rd sailboat sold, and we've been sad to see each of them 
go.
We'd been discussing going to something a bit more modern, with more room.  So, 
as the boat was in really great condition, I thought I would list it and see if 
anyone was interested.
I've bee eyeing center cockpit designs.  Some of our desired features are,
about 45 - 50 feet,
at least a sugar scoop transom if not walk thru,
larger cockpit (as most of our time, on board, is spent there)
lighter, brighter interior,
a good sized head with separate shower
a nice master suite with an island berth

Anyway, if anyone knows of any vessels we might want to check out, let me know!

Danny
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray<https://na01.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.paypal.me%2Fstumurray=05%7C01%7C%7C8be9524d48254fb66d

Stus-List Re: Boatless again

[Martin DeYoung via CnC-List]

We are preparing to list Calypso for sale in the near future but a 1971 C 43 
doesn’t meet Danny’s list of desired features.  My wife has called in the 
promise I made when we first bought Calypso. This  means she gets to pick our 
next boat. To her credit she has waited well over 20 years to call in that 
marker.  Much to my concern she’s focusing on classic wooden power boats. One 
she’s looking at even has gas engines.

If someone wanted to cruise the west coast of Mexico Calypso is well set up for 
that as that was our plan when we first brought it out to Seattle.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow


Sent from Mail for Windows

From: Joel Aronson via CnC-List
Sent: Wednesday, February 22, 2023 11:30 AM
To: Stus-List
Cc: Joel Aronson
Subject: Stus-List Re: Boatless again

Danny,
C 43?
Hylas 46/49/54/56 (no separate shower on the 49)
Outbound 46 (hard to find)
Bristol (older)

Good luck with the search!
Joel

On Wed, Feb 22, 2023 at 1:42 PM Danny Haughey via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
Hi guys,

So, We sold Rum Runner IV and we're going to start the process for our next 
boat.
I'm not really sure who said that selling a boat is typically a happy day for a 
boater.  This is our 3rd sailboat sold, and we've been sad to see each of them 
go.
We'd been discussing going to something a bit more modern, with more room.  So, 
as the boat was in really great condition, I thought I would list it and see if 
anyone was interested.
I've bee eyeing center cockpit designs.  Some of our desired features are,
about 45 - 50 feet,
at least a sugar scoop transom if not walk thru,
larger cockpit (as most of our time, on board, is spent there)
lighter, brighter interior,
a good sized head with separate shower
a nice master suite with an island berth

Anyway, if anyone knows of any vessels we might want to check out, let me know!

Danny
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu


--
Joel

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: C 37+ PSS

[Martin DeYoung via CnC-List]

Rob,

Have you contacted PYI to ask if they have that info on file?

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Feb 9, 2023, at 5:53 AM, Rob Hamlin via CnC-List  
> wrote:
> 
> Hi
> Can anyone confirm the size of the shaft tube 37+?  I know the shaft is 1 1/8 
> .  Looking to replace this year.
> 
> -Rob
> 
> Sent from my iPhone
> Please show your appreciation for this list and the Photo Album site and help 
> me pay the associated bills.  Make a contribution at:
> https://na01.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.paypal.me%2Fstumurray=05%7C01%7C%7C178dd11e9b9d448b9d3a08db0aa513e5%7C84df9e7fe9f640afb435%7C1%7C0%7C638115476344590490%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000%7C%7C%7C=RzK4JSE0ePM6eFMnrZmHQqkf4BZnSVg3I4V6X9GyIzI%3D=0
> Thanks for your help.
> Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Formula B mold remover from Good Old Boat magazine
Make from:
1 gallon water
¼ cup Borax
2 Tablespoons TSP
2 Tablespoons Washing Soda
Mix in the water, shake vigorously for a few minutes then swirl to confirm 
mixing is complete.

Usage:
Wet moldy surface, the amount that can be worked in 20 minutes;
Soak for 5 to 10 minutes;
Wipe off surface with wet cloth, Tap water rinse;
Give final wipe with cloth dampened with Formula B solution, no rinse.

I have had good results following the usage instructions however in areas 
heavily covered in mold/mildew I am more aggressive with the wiping off and 
often repeat the process several times.

Good Old Boat is one of only two printed magazines I subscribe to. (The other 
is Wooden Boat which is pure boat porn.)  I had seen Formula B on Sailing 
Anarchy before it was printed in Good Old Boat.

Martin

Sent from Mail for Windows

From: wolf...@erie.net
Sent: Thursday, January 26, 2023 10:38 AM
To: 'Martin DeYoung'
Subject: RE: Stus-List Re: Half Century Club

Thanks, Martin.  Please do.

From: Martin DeYoung 
Sent: Thursday, January 26, 2023 1:36 PM
To: wolf...@erie.net
Cc: Stus-List ; Ronald B. Frerker 
Subject: Re: Stus-List Re: Half Century Club

Matt,

After reading the thoughtful comments already sent in, my answer is “all of the 
above”. (Most of Calypso’s bilge water is from rain working down the mast. A 
little gets in when burping the PYI shaft seal, and a little comes in around 
the rudder shaft when sailing fast enough to dig a hole in the water.)

In bilge areas we were already working on we realigned the limber holes with a 
rat tail file (no copper tubing) often adding epoxy based filler to improve the 
contour guiding the water to the holes. I did coat the inside of the realigned 
holes with epoxy. Those areas also got a coat of bilge paint.

There’s several bilge areas that are flat enough water will pool and not flow 
to the sump unless the boat’s underway and rolling enough to move it on.  In 
those areas, mostly after a significant rain storm I will use a sponge to mop 
it up.  I keep a fan running and have several Dri-Z-Air type dehumidifier 
devices placed around.

I use the mold/mildew cleaner named Formula B to remove and prevent mold. I 
copied the simple/safe formula from an article in the “Good Old Boat” magazine. 
If anyone interested, and there’s no copyright issues I could post the formula 
here.
Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Matt,

After reading the thoughtful comments already sent in, my answer is “all of the 
above”. (Most of Calypso’s bilge water is from rain working down the mast. A 
little gets in when burping the PYI shaft seal, and a little comes in around 
the rudder shaft when sailing fast enough to dig a hole in the water.)

In bilge areas we were already working on we realigned the limber holes with a 
rat tail file (no copper tubing) often adding epoxy based filler to improve the 
contour guiding the water to the holes. I did coat the inside of the realigned 
holes with epoxy. Those areas also got a coat of bilge paint.

There’s several bilge areas that are flat enough water will pool and not flow 
to the sump unless the boat’s underway and rolling enough to move it on.  In 
those areas, mostly after a significant rain storm I will use a sponge to mop 
it up.  I keep a fan running and have several Dri-Z-Air type dehumidifier 
devices placed around.

I use the mold/mildew cleaner named Formula B to remove and prevent mold. I 
copied the simple/safe formula from an article in the “Good Old Boat” magazine. 
If anyone interested, and there’s no copyright issues I could post the formula 
here.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jan 26, 2023, at 5:56 AM, wolf...@erie.net wrote:


Martin:

Question for a fellow Bruckmann “stick” boat owner (or anyone 
else with a suggestion): when Bruckmann built boats, limber holes were 
installed in most of the needed locations.  However, the bottoms of the limber 
holes are rarely flush with the area being drained.  As a result: a) water 
accumulates uphill of the limber hole until the level reaches the bottom of the 
hole, then drains; and b) as a result, there is always some water sitting in 
the area being drained.  A prior owner attempted to address this by placing 
Bondo filler above the limber holes.  However, the surface of the Bondo is 
irregular (again holding small amounts of water), and water can work its way 
between the Bondo and the hull undetected (worse).  Plus it looks very 
unprofessional.  I was thinking about removing the Bondo, grinding the paint 
off on the interior hull surface underneath, putting a cork or something in the 
limber hole, and pouring an epoxy mixture into the area until it reaches the 
bottom of the limber hole.

Has anyone tried something like this?

Matt

From: Martin DeYoung via CnC-List 
Sent: Wednesday, January 25, 2023 11:39 PM
To: Ronald B. Frerker 
Cc: Stus-List ; Martin DeYoung 

Subject: Stus-List Re: Half Century Club

Ron,

If you liked how Calypso looked as Esta Es you would still like it now. Our 
approach to the restoration project was to retain the look and feel of how the 
boat was built but with updated paint inside and out, small improvements to 
reduce maintenance, and add structural strength where needed.
Martin


On Jan 25, 2023, at 7:17 PM, Ronald B. Frerker 
mailto:rbfrer...@yahoo.com>> wrote:

A friend and I toured it on Mackinaw island after we did a Chi-Mac race on a 
C 35-3.  She was/is beautiful.
Ron


On Wednesday, January 25, 2023, 09:12:02 PM CST, Martin DeYoung 
mailto:martin.deyo...@outlook.com>> wrote:


Yes, we bought “Esta Es” from Gene McCarthy and trucked it out west to Seattle 
in 1998.

It was “Phantom” based near Green Bay for approximately 10 years before 
becoming “Esta Es”.

Prior to that it was “Arieto” based in Boston.
Martin DeYoung


On Jan 25, 2023, at 6:58 PM, Ronald B. Frerker 
mailto:rbfrer...@yahoo.com>> wrote:

Martin, I may have asked this before and if so, forgot the answer; did Calypso 
once live on Lake Michigan under a name like Esta Es?
Ron
Wild Cheri
C 30-1
STL


On Wednesday, January 25, 2023, 12:48:25 PM CST, Martin DeYoung via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:


Calypso is now at least 52 years old. Launched in January 1971 as “Arieto”, 
hull #1 of the “Limited Edition” C designed, Bruckmann built 43s.

My understanding is she was trucked directly to and commissioned/launched in 
Florida just in time to make the first race of the 1971 SORC. (First in class 
C, 10th overall.)

Based on some of the issues we discovered during Calypso’s recent restoration I 
suspect they were still bolting hardware to the deck while motoring out to the 
starting line.

Today Calypso doesn’t look a day over 29 thanks to the timeless design by the 
C Design team and the new topsides/deck paint.
Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle



Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Ron,

If you liked how Calypso looked as Esta Es you would still like it now. Our 
approach to the restoration project was to retain the look and feel of how the 
boat was built but with updated paint inside and out, small improvements to 
reduce maintenance, and add structural strength where needed.

Martin

On Jan 25, 2023, at 7:17 PM, Ronald B. Frerker  wrote:


A friend and I toured it on Mackinaw island after we did a Chi-Mac race on a 
C 35-3.  She was/is beautiful.
Ron


On Wednesday, January 25, 2023, 09:12:02 PM CST, Martin DeYoung 
 wrote:


Yes, we bought “Esta Es” from Gene McCarthy and trucked it out west to Seattle 
in 1998.

It was “Phantom” based near Green Bay for approximately 10 years before 
becoming “Esta Es”.

Prior to that it was “Arieto” based in Boston.

Martin DeYoung

On Jan 25, 2023, at 6:58 PM, Ronald B. Frerker  wrote:


Martin, I may have asked this before and if so, forgot the answer; did Calypso 
once live on Lake Michigan under a name like Esta Es?
Ron
Wild Cheri
C 30-1
STL


On Wednesday, January 25, 2023, 12:48:25 PM CST, Martin DeYoung via CnC-List 
 wrote:


Calypso is now at least 52 years old. Launched in January 1971 as “Arieto”, 
hull #1 of the “Limited Edition” C designed, Bruckmann built 43s.

My understanding is she was trucked directly to and commissioned/launched in 
Florida just in time to make the first race of the 1971 SORC. (First in class 
C, 10th overall.)

Based on some of the issues we discovered during Calypso’s recent restoration I 
suspect they were still bolting hardware to the deck while motoring out to the 
starting line.

Today Calypso doesn’t look a day over 29 thanks to the timeless design by the 
C Design team and the new topsides/deck paint.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle


Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Yes, we bought “Esta Es” from Gene McCarthy and trucked it out west to Seattle 
in 1998.

It was “Phantom” based near Green Bay for approximately 10 years before 
becoming “Esta Es”.

Prior to that it was “Arieto” based in Boston.

Martin DeYoung

On Jan 25, 2023, at 6:58 PM, Ronald B. Frerker  wrote:


Martin, I may have asked this before and if so, forgot the answer; did Calypso 
once live on Lake Michigan under a name like Esta Es?
Ron
Wild Cheri
C 30-1
STL


On Wednesday, January 25, 2023, 12:48:25 PM CST, Martin DeYoung via CnC-List 
 wrote:


Calypso is now at least 52 years old. Launched in January 1971 as “Arieto”, 
hull #1 of the “Limited Edition” C designed, Bruckmann built 43s.

My understanding is she was trucked directly to and commissioned/launched in 
Florida just in time to make the first race of the 1971 SORC. (First in class 
C, 10th overall.)

Based on some of the issues we discovered during Calypso’s recent restoration I 
suspect they were still bolting hardware to the deck while motoring out to the 
starting line.

Today Calypso doesn’t look a day over 29 thanks to the timeless design by the 
C Design team and the new topsides/deck paint.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle


Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Sounds like a trophy wife…

Martin

On Jan 25, 2023, at 11:38 AM, Randy Stafford via CnC-List 
 wrote:

 For her 50th birthday last year she got a new genoa furler and genoa, and a 
retractable bowsprit, asym, and top-down furler for it.  She was the sharpest 
looking boat on my lake before, and she’s even sharper-looking now.  Plus she 
can still whoop the fleet when the wind is up.  This year she’s getting 
self-tailing winches, a new boom, new halyards and sheaves, deck organizers and 
rope clutches.

Cheers,
Randy

On Jan 25, 2023, at 12:32 PM, Randy Stafford via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Grenadine, HIN 30007972.

Cheers,
Randy Stafford
SV Grenadine
C 30 MK I #79
Ken Caryl, CO

On Jan 25, 2023, at 8:20 AM, Della Barba, Joe via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Coquina is 50 this year. Who else do we have at or past the half-century mark?


Joe Della Barba Coquina C 35 MK I
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Half Century Club

[Martin DeYoung via CnC-List]

Calypso is now at least 52 years old. Launched in January 1971 as “Arieto”, 
hull #1 of the “Limited Edition” C designed, Bruckmann built 43s.

My understanding is she was trucked directly to and commissioned/launched in 
Florida just in time to make the first race of the 1971 SORC. (First in class 
C, 10th overall.)

Based on some of the issues we discovered during Calypso’s recent restoration I 
suspect they were still bolting hardware to the deck while motoring out to the 
starting line.

Today Calypso doesn’t look a day over 29 thanks to the timeless design by the 
C Design team and the new topsides/deck paint.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jan 25, 2023, at 7:20 AM, Della Barba, Joe via CnC-List 
 wrote:


Coquina is 50 this year. Who else do we have at or past the half-century mark?


Joe Della Barba Coquina C 35 MK I
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu
Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: Wind instrument conundrum

[Martin DeYoung via CnC-List]

Charlie,

I have a similar issue with Calypso’s B wind instruments.  I have been 
following several related topics in Sailing Anarchy’s Gear forum where people 
much more familiar with the IT side of connecting a new sensor to an existing 
system.  I have read much about various attempts to connect different 
manufacturers equipment through a NMEA backbone.

My sense is there may not be an easy or simple solution at least for our 22 
year old B system.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail for Windows

From: Charlie Nelson via CnC-List
Sent: Monday, December 19, 2022 10:31 AM
To: cnc-list@cnc-list.com
Cc: cenel...@aol.com
Subject: Stus-List Wind instrument conundrum

I have a Garmin 10 series instrument set on Water Phantom with 4 GMI 10 
displays, GWS 10 wind transducer and a Garmin knot-meter/depth sounder all on a 
NMEA 2000 backbone which I installed about 10 years ago (?).

This is connected to my Garmin 547(1?) chart plotter and this has worked fine.


Thanks in advance for any wisdom the list may send my way,

Charlie Nelson
1995 C 36 XL/kcb
Water Phantom



Please show your appreciation for this list and the Photo Album site and help 
me pay the associated bills.  Make a contribution at:
https://www.paypal.me/stumurray
Thanks for your help.
Stu

Stus-List Re: C 32 Babystay

[Martin DeYoung via CnC-List]

Does your rig already have fore and aft lowers? If you do a baby stay may not 
add that much extra support.

When I re-rigged Calypso I used Briton Toss’s rigging book to calculate the 
loads on various shrouds and rigging elements.  IIRC the aft lower shrouds can 
carry more load than most other elements.

One of Calypso’s past owners removed the aft lowers (to allow the boom to 
travel farther forward) making the baby stay much more important for rig 
stability. This is especially true when sailing in choppy seas to prevent mast 
pumping.
(Some boat racing long downwind races, Transpac for example, rig temporary 
forward lowers to support the mast in case the pole gets stuffed into a wave.)

Calypso’s mast section is massive compared to more modern rigs. I have always 
assumed Bruckmann’s had a C 61 section hanging around the shop, cut it down, 
added some taper towards the top and called it good.

Calypso’s baby stay uses a hydraulic tensioner with a fast-pin to release it 
for spinnaker gybes. The deck fitting is similar to a chain plate. Originally 
it terminated to the bulkhead just below. (A C 39 I raced several Transpacs 
on with it’s baby stay anchored to the same bulkhead we could lock someone in 
the head by pumping up the baby stay and distorting the deck/bulkhead.)

Today Calypso’s baby stay is anchored to the hull with a tie rod/turnbuckle 
combo through bolted to the hull. When we recently rebuilt the bulkhead owing 
to rot issues we found indications of stress damage from the original baby 
installation.

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Nov 23, 2022, at 7:23 PM, Macdara Vallely via CnC-List 
>  wrote:
> 
> 
> So, I believe that my 82 C 32 had the option for a babystay.  It's listed 
> in the brochure, and there is a fitting for what looks to be a t-ball fitting 
> just above the spreaders.
> 
> No deck fittings on my boat though.  
> 
> Has anyone gone to the bother of installing the deck fitting?   If so, would 
> you mind advising me on how you went about it?
> 
> Did you go for a fixed point, or track?  Chainplate to bulkhead; transfer the 
> loads through deck to stringers below or beef up deck?  Also, how did you 
> tension?  How was it stowed?
> 
> I'm interested in installing the babystay to beef up the rig a little.  The 
> rod-rigging is of indeterminate age, and while it has been professionally 
> inspected and passed muster, I am a belt for braces guy and I was thinking 
> the babystay might offer some redundancy.
> 
> I appreciate all advice and speculation offered.
> 
> Thank you.
> Macdara
> 
> 
> Don't forget to show your appreciation and help pay the bills.  Make a 
> contribution at:
> https://www.paypal.me/stumurray
> Thanks for your help.
Don't forget to show your appreciation and help pay the bills.  Make a 
contribution at:
https://www.paypal.me/stumurray
Thanks for your help.

Stus-List Re: Barient 26 winch questions

[Martin DeYoung via CnC-List]

I suggest cutting a winch size hole in the bottom of a cardboard box and 
dropping it over the winch before disassembly. The box may catch any springy 
bits that pop loose.

There’s several winch disassembly diagrams on the CnC Photo Album web site.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jul 13, 2022, at 11:22 AM, Della Barba, Joe via CnC-List 
 wrote:


Does anyone know the drum diameter of the Barient 26s that are on the 35 MK I?
Also do I dare take them apart for greasing? If a spring shoots overboard can I 
still get more?
Thanks!
Joe
Coquina

Stus-List Re: hydraulic ram backstay

[Martin DeYoung via CnC-List]

When we first bought Calypso back in 1998 the hull had micro fractures in the 
laminations where the keel stub fairing begins. (Just forward of the mast 
step.) I always figured the decades of competitive racers using too much back 
stay lead to the fracturing.

Now with the addition of two “I” beams from just aft the mast step forward to 
where the baby stay tension rod attaches to the hull and, most importantly an 
older wiser crew the hull is now safe and sound.

BTW, Lew Townsend lives near Calypso’s co-owner in West Seattle and has rebuilt 
both Calypso’s back and baby stay adjusters. I also recommend him.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jul 3, 2022, at 7:26 AM, Matthew via CnC-List  wrote:


There was a guy in Erie who years ago cracked the hull of a Cal 40 using too 
much backstay.  He added aluminum ribs to the boat and kept cranking it up.

From: Joel Delamirande via CnC-List 
Sent: Sunday, July 03, 2022 10:18 AM
To: Stus-List 
Cc: Joel Delamirande 
Subject: Stus-List Re: hydraulic ram backstay

There a sailor that split his C 40 in half with hydraulic backstay

On Sun, Jul 3, 2022 at 10:14 AM Matthew via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Stus-List Re: diesel engine air filter

[Martin DeYoung via CnC-List]

For Calypso’s Perkins 4-108 which is under a lightweight box mostly in the 
cabin I went much more expensive and purchased an AirSep air 
cleaner/silencer/blow-by recycler system many years ago. It’s performance 
exceeded my expectations in all three. It helped reduce both noise and blow by 
smell.

I vacuum off the filter from time to time but otherwise it has been trouble 
free.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jul 1, 2022, at 3:13 PM, Josh via CnC-List  wrote:

In the first minute of the video you'll see my solution for high flow AND high 
efficiency air filter at a reasonable price...well maybe not reasonable - 
$48.98!!!

AEM 21-2201DK DryFlow Air Filter

Josh Muckley
S/V Sea Hawk
1989 C 37+
Solomons, MD


Jun 29, 2022 16:52:12 CHARLES SCHEAFFER via CnC-List :

Hey guys,

A new air filter for my Universal M4-30 cost $17….

Anybody know of a better air filter for a diesel engine like mine?

Chuck Scheaffer Resolute 1989 C 34R

Stus-List Re: Interior paint

[Martin DeYoung via CnC-List]

Matt,

I painted Calypso’s fiberglass overhead with Brightside this winter. I prepped 
by removing 40+ years of old paint and primers then faired and sealed with 
epoxy materials. In many places I was fairing over repairs.

I used an epoxy based high build primer, several coats as a sealer and 
transition coat. The results were good assuming I throttled back my 
expectations from “the look of the hood on a fancy car” to better than the 
right rear quarter panel of a pickup truck.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jun 24, 2022, at 6:15 AM, Matthew via CnC-List  wrote:


Listers:

As some of you may have surmised by my recent question about varnish (thanks 
for your responses), the Admiral would like the boat’s interior to look less, 
well, tired.  Our boat is a Custom “stick” boat, so it does not have fiberglass 
liners, headliners, and the like.  The interior ceiling needs some TLC.  I 
thought about covering it with a vinyl fabric (to reduce the military look that 
I personally like), but the Admiral thinks that a fresh coat of white paint 
will suffice.  I’m thinking about Zinnser interior bathroom paint, which is 
marketed as effective against mold and mildew.

Thoughts or suggestions?  Thanks in advance.

Matt Wolford
C 42 Custom

Stus-List Race to Alaska (R2AK)- C MK1 team progress

[Martin DeYoung via CnC-List]

There’s a C 25 participating in the R2AK. Team RHO Your Boat is a C 25 with 
2 pedal stations. Per R2AK.com they are in 11th place. The tracking web site 
shows them near Seymour Narrows.

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

Stus-List Re: C 38-3 keel stub repair complication, could use advice

[Martin DeYoung via CnC-List]

Tracy,

That UV dye trick is cool, I wish I had thought of that back in 1998 when we 
first discovered Calypso’s laminate fractures at the forward end of the keel.

We did some vacuum bagged laminations during our rotten balsa core repairs. It 
worked fine when we could be sure to obtain a complete seal around the edges. 
In many places there were too many surface irregularities or other features 
that prevented a complete seal (maybe we just needed a much bigger vacuum pump).

As to the keel bolt torque settings, I have read tales of caution about over 
torquing keel bolts and disturbing the “J” hook or nut buried in the keel.
On Calypso we located the “windows” cut in the lead that contained the big keel 
bolt rod end and nut. We were able to insure the lower nut did not rotate when 
checking the keel bolt torque. IIRC we used 150 Ft lbs on the large keel bolts. 
(Calypso has approximately 15 keel bolts of several sizes to attach both the 
iron and lead elements of the keel.)

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Apr 16, 2022, at 11:31 AM, Tracy Tims via CnC-List  
> wrote:
> 
> Martin, David, thanks for the eyeball+brain time and advice!
> 
> - Updated pictures at 
> https://nam12.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.icloud.com%2Fsharedalbum%2F%23B0h532ODWJEHCiodata=04%7C01%7C%7Cb807c25e14064a44b3f108da1fd75567%7C84df9e7fe9f640afb435%7C1%7C0%7C637857306966379179%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000sdata=8%2B7AFo7%2BaVCurEa%2FISobyflWdX5JY2MMMu7SN0FrSm8%3Dreserved=0
> - I’ve decided I’m dealing with original construction—there’s fibreglass that 
> could have only been put in place before the structural grid went in.
> - I do have a fiberglass guy, and apparently he’s a gelcoat wizard. But 
> everyone has their methods and preferences and I probably am slightly more 
> obsessive than he is.
> - Over a period of days I progressively filled the sump with water + 
> fluorescent dye and then inspected the keel with a UV flashlight each night.
> - It didn’t start leaking until it was a couple inches above the aft keel 
> bolt, and when it got to the limber hole it poured through. The UV dye helped 
> me see the flows.
> - There is no evidence of any leaks through keel bolts, and my fiberglass 
> guy, who’s a keel specialist, said the stub-keel joint is in excellent 
> condition
> - I ended up removing almost all the filler yesterday.
> - I’m going to have to seal the fwd face of the divider and somehow 
> reconstruct the limber hole area.
> - Today I will pressure wash everything and start drying it out. I made a box 
> big enough for the keel and I’ve got 20 lbs of dessicant.
> - Then I’ll grind out the remaining filler and suspect material.
> - I’m going to borescope that upper air space and figure out what C did up 
> there.
> - Then plan the repairs.
> 
> Additional questions:
> - So really torque the 1” bolts to 350 foot-lbs? No one has crushed laminate 
> at that torque?
> - Should I plan to do vacuum bagging where I can make it work, or not bother?
> 
> - Tracy
> 1986 38-3, Toronto

Stus-List Re: C 38-3 keel stub repair complication, could use advice

[Martin DeYoung via CnC-List]

Tracy,

After looking at the pictures my best guess is the boat grounded hard in the 
past and was repaired.

If it was my boat I would choose option #2. In fact back in 1999 we did a 
hull/internal repair of some stress cracking at the forward end of Calypso’s 
keel. We went a bit overboard with the new laminations and upgraded the “bog” 
filler with epoxy based high density material.

If you’re new to fiberglass repair projects, seeking some professional advice 
would be helpful.  If you think you will ever sell your boat, having 
documentation of the process might be helpful if a potential buyer’s surveyor 
documents the repairs.

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Apr 14, 2022, at 12:24 PM, Tracy Tims via CnC-List  
> wrote:
> 
> My boat developed a touch of smile on the port side of the keel, along with 
> a bit of a crack near its aft edge. The crack very slowly leaked antifreeze 
> from the bilge when on the hard.
> 
> So I opened it up and I found what might be a manufacturing defect. The crack 
> was into a porous resin-starved part of the skin, admitting water into the 
> aft portion of the keel stub, which seems to be an enclosed box filled with 
> blue stuff. The blue stuff was cracked and soggy. (I’m presuming the blue 
> stuff is polyester resin with filler.)
> 
> See pics for the exciting details: 
> https://nam12.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.icloud.com%2Fsharedalbum%2F%23B0h532ODWJEHCiodata=04%7C01%7C%7C5a8f199e7c8148b63ba908da1e4c6fe1%7C84df9e7fe9f640afb435%7C1%7C0%7C637855610896946762%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000sdata=cm3YMByn7Qu%2FG5mwuULqEJF8yBQvzwp3K9viDkQRex4%3Dreserved=0
> 
> I’m trying to figure out the best repair plan. Do I:
> 1. Just build up patches over what is currently there without worrying about 
> the internal structure too much?
> 2. Remove all the filler, find water route between box and sump and seal it, 
> tab in and build up structural reinforcement, and then patch over all that?
> 3. Something in between those options?
> 
> Even more confusing is that my boat is not constructed as drawn in the 
> manual. It looks like someone (factory? an engineering revision?) expanded 
> the box forward, engulfing what looks like part of the aft sump divider. The 
> good news is that the keel bolts all look great, there’s no leaks I can 
> detect along the joint except at the aft end, via that box of cracked blue 
> whatever it is.
> 
> - Tracy
> (I hope this doesn’t come through twice… I accidentally submitted it from the 
> wrong email address the first time.)

Stus-List Re: West Coast Rendezvous

[Martin DeYoung via CnC-List]

Calypso will not be ready this year but maybe next. One of our goals has been 
to have the restoration done well enough to attend the West Coast C 
Rendezvous on Thetis Island and not need to explain what is left to be finished.

This summer the deck’s non-skid is getting the Kiwi Grip treatment.  The 
interior paint and cosmetics continue but we will be taking a break from heavy 
duty sanding to keep the interior clean enough to take her out for some day 
sails.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

P.S.
The obit for Calypso’s (nee Arieto) first owner from Scuttlebutt:

Eight Bells: Buzz Schofield
Albert “Buzz” Schofield,84,  died peacefully on March 31, 2022. Buzz was a 
resident of Jupiter, Florida and spent summers in Newport, Rhode Island.
Born in 1937 to the late Al and Elsie Schofield, Buzz grew up in Weymouth, MA 
and spent his summers in Green Harbor where his love of the ocean began.
Buzz was a very proud alum of Massachusetts Maritime Academy (class of 1958) 
where he was awarded an Honorary Doctorate and inducted into the Athletic Hall 
of Fame.
An accomplished sailor and member of the New York Yacht Club, Buzz embarked on 
a lengthy racing career. He was a proud sponsor of the sailing programs at Mass 
Maritime and Duxbury Bay Maritime School as well as the America’s Cup program.
After his time as a Merchant Mariner, Buzz established his company, Schofield 
Properties LLC., building and developing properties, and was the first to bring 
condominiums to the South Shore of Massachusetts.
Buzz was happiest sailing on his beloved Arieto (C 43 and Frers 46), 
traveling to all seven continents, and spending time with his many friends who 
he considered family. Everyone who crossed Buzz’s path experienced his 
contagious love, passion, and knowledge of the ocean, wind and sky.


From: CHARLES SCHEAFFER via CnC-List
Sent: Friday, April 8, 2022 6:13 AM
To: CNC boat owners, cnc-list
Cc: CHARLES SCHEAFFER
Subject: Stus-List West Coast Rendezvous

The West Coast C Rendezvous looks very well organized; August 5 to 7, to 
Thetis Island, Vancouver Island, British Columbia, worth the trip if you can 
find the time.  I won't be able to make it, but encourage others to make 
arrangements.
Chuck S

https://www.cncrdv.org/

Stus-List Re: Defender

[Martin DeYoung via CnC-List]

I second the Fisheries Supply recommendation. I like their customer service and 
as a long term customer get a good discount. Years ago I become acquainted with 
the owners, the Sutter family as Fisheries and my manufacturing company shared 
a CPA. Carl Sutter is an accomplished sailor and a supporter of sailing 
programs.

Back in the early 90’s I was doing foredeck duties on a Santa Cruz 50. One of 
the crew worked at Fisheries. On the first race of a 3 day regatta one of the 
primary winches failed. (It’s an exciting moment to see the winch handle 
rotating backwards under load.)

The Fisheries guy called the store and arranged for a new winch to be run over 
to Shilshole Bay Marina. We got it installed fast enough to only miss 1 of 3 
buoy races that day.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

On Mar 27, 2022, at 9:38 AM, Tom Buscaglia via CnC-List  
wrote:

 I like Fisheries Supply and Hodges Marine as well.  Both have competitive 
prices.  Our club has a discount at Fisheries as well.

Tom Buscaglia
S/V Alera
1990 C 37+/40
Vashon WA
P 206.463.9200
C 305.409.3660

Stus-List Re: 25 MKII - Smiling?

[Martin DeYoung via CnC-List]

Mathew and Stephen,

>>>On my 42, the leading edge of the keel where it meets the hull shows signs 
>>>of cracking.  I promptly had a nautical engineer look at.  He was an intern 
>>>or apprentice at C in the ‘70s, and based on his knowledge he concluded 
>>>that the location of the cracks is not a critical stress point.  The weight 
>>>of the keel is supported further aft, and the leading edge likely has fill 
>>>inside and may be flexing enough to develop the cracks.  He concluded it is 
>>>non-structural with no chance of catastrophic failure.  That’s the kind of 
>>>problem I’m willing to keep an eye on.

  Long story short: it can likely be repaired, but you need expert help.  This 
is not something to mess around with.  Good luck!

   Matt
   C 42 Custom
<<<

When we first bought Calypso (1998) we also discovered micro fractures just 
forward of the keel/mast step area.  The micro fractures were allowing some sea 
water seepage which is what caught our attention. As the boat was already in 
the yard with the mast out being painted it was relatively easy to fire up the 
grinders and explore the laminate in that area, both inside and outside the 
hull.

What we discovered was the original (1970) polyester “orange bog” that 
Bruckmann’s used to fill the hull to keel fairing feature had failed turning 
into a crumbly mass of bog bits and offering no reinforcement in that area.  
Also, there was a lack of additional support from bulkheads etc creating a 
“bend here” point just forward of the keel/mast step.  With an aggressively 
raced boat that likely had max backstay tension applied every race since 1971 
the micro fractures allowed water in that then went through freeze/thaw cycles 
when the 43 was in the east coast and great lakes regions.

We repaired the micro fractures with extra layers of epoxy and glass cloth 
inside and out but especially inside, then used a much stronger epoxy filler in 
the remaining void forward of the keel, then glassed over that with lots of 
epoxy/cloth. We also performed some failed bulkhead repairs where the water 
seeping had wicked up the plywood (in 1998/1999).

Fast forward to 2014 and we are beginning the now 8 year long Calypso 
restoration project.  We had also purchased all the C build drawings the 
Maritime Museum could identify as related to the 70’s era 43s. Fortunately this 
included several C 61 drawings.  Reading through the many pages I noticed the 
C 61 “Sorcery” had also experienced a certain amount of unexpected 
flexibility just forward of the keel/mast step.  The C Design Group 
determined extra reinforcement was needed and specified a SS “I” beam be 
fabricated and installed in “Sorcery”.  Further notes lead me to believe later 
61 and 43 hulls had this reinforcement included in the original builds.

As part of our 43 restoration project we fabricated 2 “I” beams from G10 that 
are aprox. 4” tall x 3” wide x 4’ long glassed in from next to the mast step 
forward to near where the babystay attaches to the hull. We also rebuilt all 
the bulkheads in the area as they provide significant fore/aft stiffness.  This 
is the area where rig forces are doing their best to bend the hull into a 
banana shape every time the boat is sailed hard.

Stephen, if you pursue DIY repairs consider using epoxy vs polyester resins.  
My experience indicates epoxy has a superior secondary bond strength.  If you 
decide to fabricate extra support members to spread the keel loads out over 
more structure, G10, while hard on cutting tools makes a structure that is 
impervious to rot and likely stronger than most materials available to DIY boat 
repair enthusiasts.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow


Sent from Mail for Windows


From: Matthew via CnC-List 
Sent: Saturday, March 19, 2022 8:29:54 AM
To: 'Stus-List' 
Cc: Matthew 
Subject: Stus-List Re: 25 MKII - Smiling?


Stephen:



My first boat was a Ranger 26 that had been modified (the cast 
iron keel was replaced with an IOR-style lead keel).  I discovered this after I 
bought the boat -- for a song, mind you, as it had been abandoned.  We tackled 
a variety of projects, including rebedding the keel bolts.  The bolt holes were 
visibly cracked and leaking a bit.  I can say with 100% certainty that the keel 
is now adequately supported, and the bolt holes will never leak again.  Based 
on my experience with the Ranger, my view is that nearly anything can be 
repaired on a fiberglass boat.  Given what you described, you can probably 
glass some stiffeners in place.



My concerns would be: 1) what caused the problem; and 2) fixing 
it correctly.  If you race the boat, you may also need to deal with 
weight/modification issues.  As to my first concern, a solid glass hull flexing 
enough to discern keel movement is obviously not normal.  Perhaps the boat ran 
hard aground?  As to my second 

Stus-List Re: While we wait now IOR broach issues

[Martin DeYoung via CnC-List]

Matt and Rob,

It sounds like the design evolution from the 1970 43’s to the more IOR based 
1975/76 42’s the boats lost a bit of reliability downwind.  Was it mostly the 
IOR rewarding max beam more forward and a pinched in stern, a increase in sail 
area with a reduction on ballast (SA/Displ.), or a little of both?

IIRC the 1970 43 hull design included something called a “high prismatic” 
ratio. Maybe the swept back keel design makes it more forgiving when pushed 
hard off the wind. It also has a fuller hull shape aft compared to later IOR 
designs like the C 39.

So Rob, what I’m asking is for something like a short study/discussion similar 
to your “Good Old Boat” magazine Design Comparisons articles.  The current 
issue’s Design Comparison has some good CCA vs IOR discussion but it seems the 
1970 43s and 1976 42s are all IOR with no CCA influence.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

From: Robert Mazza via CnC-List
Sent: Thursday, March 17, 2022 12:01 PM
To: Matthew
Cc: Stus-List; Robert 
Mazza
Subject: Stus-List Re: While we wait for spring

So, what you are saying Matt, since I was the one steering when we went into 
that broach on Burlington Bay, that it wasn't my fault! Thank you for that 
reassurance 40 years after the fact. ;-)

However, all those masthead rigged IOR boats were a handful off the wind. 
However, I remember pegging the speedo at 20 knots on Marauder with the #2 
hoisted on the pole in over 30 knots of breeze during the middle distance race 
in Canada's Cup. The bow wave was breaking at the chainplates. I'd attach a 
photo taken of the crew at that point but know how that gets held up for 
approval.

Rob


Please trim your messages before sending to the list.  Thankx

Stus-List Re: Forestay Backing Plate

[Martin DeYoung via CnC-List]

Brian,

I agree with Charlie that an impact hard enough to distort the forestay/stem 
fitting may be more complicated than your first glass/epoxy repair project 
should be.

I suspect that there will be work needed on the inside of the stem.  A detailed 
inspection would indicate how deep the laminate was disrupted by the impact. 
Calypso’s stem layup is +-1” thick in that area, the forestay chainplate is ¼” 
thick and I would be concerned if I “T” boned something hard enough to bend it 
to that extent.

I do not know how robust your 34’s stem layup is but a qualified surveyor 
should be able to tap around the area and listen for damaged laminate.  
Inspecting the inside may require a contortionist with long arms and a good 
camera.

To your question regarding repair systems, I suggest checking out the West 
Systems web site and reviewing some of their “how to” info to get a good 
overview. Decades ago when I started using West Systems epoxy and fillers I 
found their info to be a good update to my “shade tree” fiberglass skills.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

From: Brian Morrison via CnC-List
Sent: Tuesday, February 8, 2022 11:31 AM
To: Stus-List
Cc: Brian Morrison
Subject: Stus-List Fwd: Forestay Backing Plate

From: Brian Morrison 
Date: February 7, 2022 at 11:59:05 PM EST
To: cnc-list@cnc-list.com
Subject: Forestay Backing Plate

Stus-List Re: Painting Rudders White.

[Martin DeYoung via CnC-List]

 Not quite the same risk but last summer (2021) when Calypso was hauled out for 
paint and repairs the PNW experienced a stretch of very hot weather. It was 
enough sustained heat that all the white lithium grease around the rudder 
bearings “melted” and ran down the rudder to puddle on the tarp (ground).

Fortunately it cooled down before we got around to stripping/painting the 
rudder.
I posted reminders to refill the packing gland before launching but after all 
painting was finished. It took most of a grease tube before I observed a 
suitable amount of grease squirting out of the usual places.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Jan 7, 2022, at 10:53 AM, John McCrea via CnC-List  
wrote:


Curious if anyone has been told that you should paint their rudders white to 
prevent issues when the boat is out for the winter? One of the staff at my 
winter yard told me he has seen C rudders burst due to the sun heating them 
up?

I used to do this on my past Ericson 32 as the previous owner had and told me 
that they had similar issues. Did not on our last C 37XL nor our current, and 
the previous owner of 25 years did not. I am so buried with other boats around 
me I doubt I even get any sun exposure. I assume once the boat is in the water 
it does not matter. Thanks!

John McCrea
Talisman
1979 36-1
Mystic, CT
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Seatalk NG / Nema 2000 - backup charts?

[Martin DeYoung via CnC-List]

Regarding electronics failing when needed most; a sea story:

Back in 1994 I was hired as the USCG licensed and celestial trained navigator 
for a late November delivery from Seattle to Newport Beach Calif. (I also had 
my own sextant as required by the owner’s insurance company). The pro skipper 
and I had sailed together offshore in the past.  At least one of the crew had 
been fishing/crabbing in Alaska. The owner’s “party” included a guy from Idaho 
who likely had not spent any time on boats smaller than cruise ships.

The boat was a 70’s era Swan 65 ketch that had recently completed a refit in 
Seattle.  The Rich Boat Owner (RBO) had been a CEO of a large 
engineering/construction company, recently retired.  As such he would not 
listen to us lowly crew about how unwise it was to venture off the northern US 
West Coast in late November. He had hired a pro weather router and believed the 
forecast of steady 20/25 with gusts to 35 for the first few days.  Also, he had 
great confidence in the newly installed desk top computer based navigation 
software.

As we departed Seattle, while the RBO’s party was enjoying a cool but pleasant 
Puget Sound afternoon having lunch in the cockpit we, the hired crew were busy 
lashing down everything on deck and stuffing rags into the Dorade vents knowing 
full well how quickly conditions deteriorate as we head NW out the Straits of 
Juan de Fuca then SW once past Cape Flattery.

Fast forward +-130 miles as we are close reaching SW with a #3 headsail and a 
full main in a TWS of +-20 knots with a boat speed of +-8 knots most of the 
RBO’s party have retired for the night and a watch system established. My 
2000hrs to 2400hrs watch went OK but the wind was increasing. During the next 
watch the wind increased into the 30’s range.  With the increased wind/seas the 
bow was diving into the seas (100KLB displacement at 8+ knots boat speed) and 
occasional green water was coursing down the deck.

Sometime into my off-watch I woke up and observed the skipper putting on a 
survival suit.  I overheard the RBO ask “is there something I should know?” and 
the skipper reply he needed to go forward a secure the anchor that had sheared 
the ½” SS retaining pin and was dragging out chain. (AKA ”blowing the dogs off 
the chains”) Conditions continued to deteriorate.

By late in the afternoon near the start of my next watch the wind had built 
into the 40’s well exceeding the RBO’s weather router’s forecast.  It seemed 
from the VHF weather forecasts several lows had combined and deepened 
significantly. (Maybe today they would call it a “bomb” cyclone).  When tucking 
in another reef in the brand new mainsail the plastic slides began to fail 
allowing the luff to separate from the mast.  It was decided to furl the main 
to prevent further damage. Now the #3 is the only sail set. (Experienced Ketch 
sailors are probably asking “why not set jig and jigger?” AKA mizzen and 
staysail.  IIRC the skipper considered it earlier but did not want to send 
someone forward to rig/set the staysail.)

To give an idea of conditions aboard, several of the hired crew were staying in 
their bunks claiming seasickness or hypothermia.  The poor guy from Idaho was 
very seasick and hugging the forward head calling loudly for ‘Ralph and his 
Buick”.  The forward head was in a bit of a passageway. As the door swung open 
I could see the guy in his prone position around the toilet as a jet of 
seawater shot down through a Dorade vent and hosed off the back of his head. At 
least it cleaned him up a little. About this time the RBO stated “take me back 
to Seattle…”.

As we were now over a 100 miles SW of Cape Flattery we needed to gybe to gain 
our course back to Cape Flattery. During the gybe the #3’s clew failed.  This 
turned out OK as under bare poles we were making 6 to 7 knots on the 
approximate course.  Now the wind was steady around 60 knots (maxed out the 
analog wind speed display) gusting higher.  The rain and spray filled the air 
making visibility poor. (It was blowing so hard when I went to pee off the 
leeward mizzen shrouds the negative air pressure/vortex behind my body cause 
the pee to go straight up. Thanks be to Mr. Musto for great foul weather gear.)

As navigator I ducked down the nav station to plot out the exact course and 
determine the distance, looking forward to using the easy squeezy navigation 
software. Naturally the sea and rain water had caused the computer to shut 
down, permanently it proved later. So, now I have a hand held GPS (Magellan 
5000 DLX) that I was very familiar with, paper charts, depth sounder, and a 
Furuno RADAR. The paper charts as a backup to the computer based nav software 
work great if kept dry(ish).  The RADAR proved quite handy at confirming 
bearing and range to Cape Flattery (as we got closer) and confirming I 
correctly identified the entrance to Neah Bay just inside the Straits of Juan 
de Fuca. (At anchor in Neah Bay we also used the RADAR to 

Stus-List Re: Sydney Hobart Race

[Martin DeYoung via CnC-List]

I have been looking at the tracker and reading the commentary in the Sailing 
Anarchy Ocean Racing forum.

Each year I try to pick out several boats that are similar to my C to gage 
how Calypso would fair under similar conditions.  This year there seems to be 
only few 1970’s/80’s era designs competing. I did spot a few S designs but I 
would not recognize a design from less well known designers that might be 
similar.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

From: Dennis C. via CnC-List
Sent: Sunday, December 26, 2021 2:21 PM
To: CnClist
Cc: Dennis C.
Subject: Stus-List Sydney Hobart Race

Anybody watching?

https://rolexsydneyhobart.com/tracker/

--
Dennis C.
Touche' 35-1 #83
Mandeville, LA

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Sea stories vs Fairy tales

[Martin DeYoung via CnC-List]

That particular owner was not from Liverpool, as far as I know he has always 
been based out of the PNW.

As to being extremely hungover at the time, there was this once I did mutiny 
owing to an extreme hangover. The scene of the crime was Lahaina (Maui, 
Hawaii), Sauza Cup regatta, 1985. (Sauza Tequila was the sponsor.)  For the 
Saturday night party they mixed Margaritas in garbage cans. Hence the extreme 
hangover.

Some background on the seriousness of a Sauza Cup: I had previously 
participated in the Sauza Cups of 1981 and 1982.  During those events I 
observed and participated in both water balloon and food fights (boat to boat) 
often food stuffs left over from the recently completed Transpac or Vic-Maui 
races.  As most of the Sauza Cup race boats sailed over in the Transpac or 
Vic-Maui they were often in top race condition except often the racing sails 
were replaced with delivery sails and most of the crack racing crews replaced 
with friends/family/delivery crew.

In 1985 I was part of a group of west coast sailors that chartered the Barnett 
52 “Climax” for Transpac. Our moto was “Nothing performs like a loaner”. We 
scored first to finish in class B and our navigator won the Navigation trophy. 
After repairing the nearly failed rudder bearings (leaking the last 3 days) 
Climax was sailed up to Lahaina.

Climax had a Sauza Cup crew of 8, 2 of us from the Transpac crew, 2 guys that 
we race with in the PNW and our spouses.  After Saturday’s races (round the 
cans in the lee of the island), and the epic race dinner/party getting back to 
the hotel around 2AM the 6AM wake up call for the Sunday race over to Molokai 
and back was unwelcome.

The Molokai race starts in the lee of Maui then crosses in the trade wind 
exposed Pialolo channel between Kaanapali Maui and the Molokia rocks. We were 
flying a full main and a #3. After the first few miles in the channel the wind 
was freeing up a little and the skipper of the day asked me to do a sail change 
to a bigger headsail.  So, big seas, lotsa wind, light on experienced crew, and 
a very hungover foredeck guy.

This is where I pretty much pulled a munity by telling the skipper, possibly in 
crass terms: “If you want to change sails come on up I’ll come back there and 
drive.”  Well, as nobody else wanted to take on the short handed challenge of 
changing a headsail in trade winds/seas we kept the #3.  It all worked out, as 
we approached the Kaanapali mark and the turn downwind to the finish the wind 
increased and came forward.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail for Windows

From: Andrew Burton via CnC-List
Sent: Wednesday, December 22, 2021 12:14 AM
To: Stus-List
Cc: Andrew Burton
Subject: Stus-List Re: Sea stories vs Fairy tales

Was this owner from Liverpool, by any chance? And were you extremely overhung 
at the time? Because I recal this exact scenario taking place in Annapolis one 
year. Though nothing beats a certain southern gentleman known for both his 
somewhat coarse behavior in social situations and his success on the racecourse 
could be heard to occasionally explain, ‘goddamnit, you guys are makin’ me look 
bad!’ To which it was suggested that he “shut up and drive the boat.”

Merry Christmas, everyone
Andy
Andrew Burton
26 Beacon Hill
Newport, RI
USA02840

http://sites.google.com/site/andrewburtonyachtservices/
+401 965-5260

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Sea stories vs Fairy tales

[Martin DeYoung via CnC-List]

It seems a bit quiet on the list…

The difference between a sea story and a fairy tale:
A fairy tale begins with “Once upon a time…”
A sea story begins with “now this ain’t no sh*t…”

Now this ain’t no sh*t:

Back in the IOR racing days of the early 80’s I was a card carrying member of 
the Foredeck Union (abbreviated as FU).  As a FU member in good standing, when 
on a crew doing the foredeck (Adventure land) duties, I always felt I owned the 
boat from the mast forward.

This particular race boat was 54’ custom design with a powerful sail plan to 
help with the typical light air of the PNW.  With large often heavy sails 
(including an early Kevlar #3 that seemed to be made of plywood) some sail 
evolutions took longer than others.  The owner/skipper/tactician (top guy in 
Fantasy land) was (still is) very competitive, spent considerable $$ for the 
extra 1/10th knot speed increase, and he thought he owned the entire boat 
regardless who was on the bow.

In the middle of a long point to point race with many transitions, head 
sail/spinnaker/head sail etc., the owner yells something at the foredeck I 
couldn’t quite hear but maybe something like “a bunch of little girls could 
hoist that sail faster”. Being a young (ish) arrogant card carrying FU member I 
responded with a full throated “F*ck you”.

Fortunately the pit guy was sharp witted and well placed between the foredeck 
and the cockpit.  When the owner yelled back, rather angrily “what did he say?” 
the pit guy answers “put up the #2”.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail for Windows

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: C to race - cold weather discussion topic

[Martin DeYoung via CnC-List]

More often than not both bloopers and staysails seemed to add a quarter knot 
going up and a quarter knot coming down.

One of the best uses of a blooper I experienced early on was during the windy 
1977 Transpac. The C 39 I was on still had the original short, low aspect 
ratio rudder and small diameter steering wheel.
In typical trade wind conditions, sailing as close to DDW as possible, the 
blooper helped balance the sail plan pulling the bow back down when the boat 
was thinking of taking a hard swing to weather.

Those short C 39 rudders embarrassed more that a few helmsmen.  Here in the 
PNW, back in the late 70’s there was  4 or 5 C 39’s actively racing and 
competitive.  A local sailmaker and rockstar helmsman named Scott Rohrer (an 
acquaintance of mine still) was at the helm of a 39 a few boat lengths behind 
us. We all had spinnakers up but the conditions were deteriorating. As the 39 
Scott was driving began performing the death roll, we could hear Scott yelling 
“I got it, I got it..” just before his boat spun hard to weather in a full 
broach.

For a long time we called Scott “Rodeo Rohrer” as in “going to the rodeo for a 
roundup”.  PNW C 39s with the short rudder got a reputation as “broach 
coaches” until they received the rudder upgrade.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail<https://go.microsoft.com/fwlink/?LinkId=550986> for Windows

From: Fred Hazzard via CnC-List<mailto:cnc-list@cnc-list.com>
Sent: Saturday, December 11, 2021 4:52 PM
To: Stus-List<mailto:cnc-list@cnc-list.com>
Cc: Fred Hazzard<mailto:fshazz...@gmail.com>
Subject: Stus-List Re: C to race - cold weather discussion topic

That all sounds good except the blooper.
My recollection of using the blooper on my one tonner  was, we went a quarter 
knot faster when we put it up and quarter knot faster when we took it down. The 
best thing about it was that it kept the crew ingaged trying to keep it full 
and out of the water.

Fred Hazzard
S/V Fury
C 44
Portland Or


Sent from my iPhone


On Dec 11, 2021, at 3:43 PM, Ronald B. Frerker via CnC-List 
 wrote:

Martin, do I remember correctly; wasn't your boat originally Esta Es from Lake 
Michigan?
Ron
Wild Cheri
C 30-1
STL


On Tuesday, November 30, 2021, 01:51:01 AM CST, Martin DeYoung via CnC-List 
 wrote:


I would go back to a C 39, tall rig, deep rudder and the light weight Atomic 
4 aux engine. Prep it to be fully optimized for its PNW PHRF rating but include 
a “penalty pole” and blooper for those long DDW legs. I would also want the 
upgraded winch package that included the Barient titanium drum 3 speed primary 
winches.

Back in the late 70’s the 39s did well in the typical light air races that were 
long enough to experience several changes of current that could keep a crew of 
6 out for 24 to 36 hours in relative comfort. If the wind came up it could 
still go upwind without the whole neighborhood camped out on the rail.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: C to race - cold weather discussion topic

[Martin DeYoung via CnC-List]

Yes, we purchased Calypso from Gene McCarthy in 1998 when she was known as 
“Esta Es”.  Gene and Glenn McCarthy raced her out of the Chicago area including 
many Chi-Mac races.

Commissioned in January 1971 as “Arieto” (hull #1). My understanding is the 
boat was trucked directly from Bruckmann’s shop to Miami and commissioned there 
in order to make the starting line of the 1971 SORC where she scored a 1st in 
class and 10th in fleet.
“Arieto” was based out of Boston and raced extensively up and down the east 
coast. In 1974 the stern was modified to a design by C intended to reduce its 
IOR rating. (The stern now is similar to a C)

Around 1976 “Arieto” was sold or traded in at Palmer Johnson then became 
“Phantom” based out of the Green Bay area.

Around 1988 Gene McCarthy purchased the boat and changed the name to “Esta Es”. 
They made a few updates to improve sail handling and replaced the tired Perkins 
4-107 with a new 4-108.

In mid 1998 when I was on crutches recovering from a boating related foot 
injury I spotted an ad for a C 43 for sale.  As soon as I could swing it 
(foot recovered enough) I booked a flight to Milwaukee where “Esta Es” was 
already hauled out for the winter. After the usual boat buying stuff we had the 
boat trucked out west to Seattle and renamed “Calypso”.
We are Calypso’s co-owner with another couple who still live in Seattle. We all 
co-owned a 1981 C 36 together before Calypso.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

Sent from Mail<https://go.microsoft.com/fwlink/?LinkId=550986> for Windows


From: Ronald B. Frerker via CnC-List 
Sent: Saturday, December 11, 2021 3:43:26 PM
To: Stus-List 
Cc: Ronald B. Frerker 
Subject: Stus-List Re: C to race - cold weather discussion topic

Martin, do I remember correctly; wasn't your boat originally Esta Es from Lake 
Michigan?
Ron
Wild Cheri
C 30-1
STL


On Tuesday, November 30, 2021, 01:51:01 AM CST, Martin DeYoung via CnC-List 
 wrote:


I would go back to a C 39, tall rig, deep rudder and the light weight Atomic 
4 aux engine. Prep it to be fully optimized for its PNW PHRF rating but include 
a “penalty pole” and blooper for those long DDW legs. I would also want the 
upgraded winch package that included the Barient titanium drum 3 speed primary 
winches.

Back in the late 70’s the 39s did well in the typical light air races that were 
long enough to experience several changes of current that could keep a crew of 
6 out for 24 to 36 hours in relative comfort. If the wind came up it could 
still go upwind without the whole neighborhood camped out on the rail.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle


Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: C 37/40R for sale - Britt Chance

[Martin DeYoung via CnC-List]

Shawn,

The windward headsail was poled out, the leeward was not. IIRC the race rules 
did not allow 2 poles except to a short time during a 2 pole gybe.

During deliveries on boats with roller furling and spinnaker gear, down wind in 
heavy conditions (often off Northern California) I have used poled out a #3 
(100%?) and rolled it in or out depending on how much power I needed. Often no 
pole height adjustments were needed.

Racing Calypso short handed in heavy conditions I have used the same technique 
then added a free flying spinnaker staysail to leeward to add power without 
rigging a second headsail.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Dec 8, 2021, at 10:30 PM, Shawn Wright via CnC-List  
wrote:


Great story! The only Chance design I've seen, that I know of, was an off 30' 
boat that appeared briefly at our club, don't recall the name of it, but it had 
several odd things about the design. No idea where it went, haven't seen it 
since.
I like the idea of twin headsails for shorthanded sailing. I assume they were 
poled out, or least one was? Ours seem to do well in good wind, and would do 
better with pole(s) in lighter stuff.

--
Shawn Wright
shawngwri...@gmail.com
S/V Callisto, 1974 C 35
https://www.facebook.com/SVCallisto
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Stus-List Re: C 37/40R for sale - Britt Chance

[Martin DeYoung via CnC-List]

I sailed a Vic-Maui and a Pan Am Clipper Cup in 1982 on a Britt Chance designed 
54’ Boat named “Glory”. I was one of the foredeck crew and a watch captain.

The owner’s design brief may have mentioned the desire for PNW style light air 
performance but; when that boat went faster than 14 knots it became 
unpredictable in which direction the bow would go when the surf ended. Ergo: 
“You take a chance with Chance.”

The 1982 Vic-Maui included some very light air and several days of tropical 
storm reinforced trade winds in the 25 to 35 TWS range.  One dark and stormy 
night, flying the “chicken shute” my watch (3 of us) experienced those night 
time sailing conditions that are like “Mr. Toads wild ride”. The instrument 
delay made them useless so we used the compass to determine “home base” as a 
course that was usually not by the lee and the lighted Windex for a general 
idea of the apparent wind angle.

My standard instructions for the helmsman in such conditions is, if a 
broach/roundup/spin out anticipated, is to rotate towards the pole. A 
controlled spin out towards the pole is often a quick recovery vs a round down. 
On the windiest night over a 4 hour watch we spun out 3 to 4 times.

So, our watch ends and the next watch comes on deck. I drove an extra 10 
minutes to allow the new watch some time to acclimatize and pass on some of 
what we had learned. I handed the wheel over to the resident “rock star” 
sailmaker and moved forward to the center cockpit. My watch decided to stay on 
deck as the conditions were deteriorating and expected the call to douse the 
spinnaker soon. A short time later the “rock star” totally lost the plot a 
drove deep by the lee. The boat rounded down so suddenly the helmsman ended up 
ass over tea kettle to leeward.

The mainsail, in its attempt to gyre broke the preventer which then got hung up 
on a coffee grinder handle pinning the main to windward. The mast was slapping 
the bigger wave tops. As I was closest to the fouled preventer I pulled out my 
rigging knife got real low and cut the taut line. The mainsail immediately 
swung to leeward allowing the boat to pop upright. With the boat upright the 
spinnaker pops full and the boat accelerates quickly. Unfortunately the 
helmsman did not have time to correct his helm spinning the boat into an 
immediate round up thus completing a full mid-ocean “banana split.  As the 
gyrations tossed the crew belowdecks out of their bunks the owner/skipper 
called for the spinnaker douse. We spent the next 36 hours under twin headsails.

The 1982 Clipper Cup was also windier than typical which also didn’t favor this 
particular Britt Chance design.  On YouTube there is a film about the 1982 
Clipper Cup. In the first minute or so “Glory” passes through the screen. It’s 
a white boat with multiple blue stripes. Up on the bow I can be seen doing 
something with the sail.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Dec 8, 2021, at 6:13 PM, David Risch via CnC-List  
wrote:

 Britt Chance was a one horse pony

Sent from my Verizon, Samsung Galaxy smartphone
Get Outlook for 
Android

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Stus-List Re: C 121 in a pickle

[Martin DeYoung via CnC-List]

Lessons learned from my first offshore voyages (1977 – 
Seattle/LA/Hawaii/Seattle) and my comparison to the 2021 C 121 example of how 
not to do it:

1977 crew: The Seattle to LA delivery was the first offshore passage for all 6 
crew.  In the 6 months leading up to our departure we participated in 4 or 5 
major multi-day PNW races (and deliveries), prepped the boat together, and 
switched race positions enough that all crew could “hand, reef, and steer”.  
All crew could perform their duties in the dark being familiar with the 
deck/running rigging layout. Owing to limited instrumentation and no autopilot 
most of the crew had the ability to drive by “feel”, telltails/windex, and the 
compass. (Loss of battery power would not jeopardize the voyage.)
The person assigned to lead any first aid responses took training classes.  Two 
people onboard were capable of determining our position using celestial 
navigation (pre GPS).

One of the things we missed was how some of the crew would react to the stress 
of sailing offshore. Under the stress/pressure of sailing/racing offshore along 
with lack of sleep and possibly other issues from the late 60’s early 70’s one 
crew member became difficult to be around with a tendency toward violent 
outbursts. (Once chased me around the deck with a winch handle, maybe I 
deserved it but it still lead to some tense times before reaching Hawaii.  He 
did not sail back on the delivery.)

1977 Boat: The C 39 “Midnight Special” had already raced to Hawaii (Vic-Maui 
1976) and was set up for offshore racing and deliveries. It did not have roller 
furling that may fail or foul. Simple systems both electrical and plumbing.
-What we missed in 1977 boat prep: The spinnaker halyard crane fittings were 
worn to near failure from the prior Vic-Maui. These failed during the very 
windy 77 Transpac.

-Steering; we missed that the woodruff key between the rudder shaft (SS) and 
the quadrant had slipped down, almost out of the keyway. On a dark and stormy 
night, 30 or 40 miles offshore from central California the woodruff key sheared 
effectively disconnecting the steering wheel from the rudder. After sorting the 
results from the immediate knockdown we rigged the emergency tiller and sailed 
very conservatively until dawn. We had the parts and skills onboard to effect 
repairs.

-The 2 40 gallon fresh water tanks had outside vents placed along the shear.  
In the first few days/nights of Transpac we were close reaching in a TWS range 
of 15 to 20 knots with a Jib Top and Staysail combo which meant we were healed 
over +-20 degrees.  In order to keep maximum ballast on the high side (stbd) we 
were drawing fresh water from the leeward tank. The suction through the 
underwater vent drew in salt water contaminating ½ of our fresh water. Once 
discovered we limited use of the port tank to cooking and cleaning, the stbd 
tank for drinking only.  We had another 20 gallons in 5 gallon plastic jugs as 
backup.

C 121 example difference:

Crew: The reports seem to indicate the skipper and crew were not fully familiar 
with how to use the sail handling equipment.  Throw in a dark and stormy night 
and the boat pitching in rough sea and foredeck related difficulties become 
very likely.
>From the reports I suspect they did not take the time, pre departure, to 
>review safety equipment/practices, run a MOB drill, or make a practice sail to 
>get familiar with the boat.

Critical decision making skills for when, as it always does, the foo hits the 
fan. This includes making the hard decision to alter the original voyage plans 
when conditions change or somebody gets sick/injured. It is difficult to break 
a voyage and head for an alternate destination/port. Another critical decision 
skill is to recognize when it is time to bring in an expert AKA a qualified 
delivery skipper or 1st mate to back up the owner/skipper’s abilities.

Boat:
-The top down Asym sail roller furling set up  may be more suitable offshore 
with a much more experienced crew. (Think of equipment use when dark and the 
wind suddenly increases.) For many casual sailors a spinnaker sock like the ATN 
snuffer may be simpler, more reliable, and user friendly.
-Reliance on a water maker with out adequate, separate backup water stowage.
-Poor resource management: water (quantity and quality) and battery power.

I did not list the refrigeration shut down as this is difficult to back up 
fully.  During a 1979 Hawaii to Seattle delivery our engine driven refer failed 
spoiling much food just a few days out of Hawaii.  We had a lot of our back up 
food in freeze dried packets.  It takes a lot of water to reconstitute freeze 
dried food. We also had a few days worth of K-rations (bring extra TP) but the 
canned foods were best.  If we had appropriate offshore fishing gear and knew 
how to use it our culinary experience would have been much improved.
During a 1993 Hawaii to Seattle delivery the engine failed and it took us 3 or 
4 days to 

Stus-List Re: Winter Plans

[Martin DeYoung via CnC-List]

Richard,

For the topsides paint pictures I will need to email them directly.
There are two very short videos on the home page of Goldstar Marine’s web page. 
(www.Goldstar marine.com) I contracted with Goldstar for the topsides and 
bottom prep and paint. Look for a boat tape & papered for painting the red 
shear and cove stripe. The second video shows a bit of the “roll and tip” crew 
at work.

I don’t have any pictures of completed interior painting. Large sections have 
the first coat of shiny paint or primer but few are ready for their debut. The 
good news is we believe we are down to our last gallon of West Systems epoxy 
resin after consuming +-10 gallons so far.

If it was pictures of the Christmas lights you wanted I should have some next 
week. I will try out my dolphin in a Santa hat jumping the bow pulpit 
surrounded by waves concept tomorrow. If that doesn’t work out I will keep 
simplifying until it stays up in the wind and looks good.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Nov 30, 2021, at 8:05 PM, Richard Bush via CnC-List  
wrote:


Martin, send photos...or links to photos! thanks

Richard

Richard N. Bush Law Offices
2950 Breckenridge Lane, Suite Nine
Louisville, Kentucky 40220-1462
502-584-7255


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 Thanks - Stu
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Stus-List Re: Winter Plans

[Martin DeYoung via CnC-List]

Calypso’s winter will start off brightly lit as I will be decorating her with 
Christmas lights for the first time. The Port Ludlow marina sponsors a 
competition and a party. There’s rumor of a informal lighted boat parade which 
I will join if I can recruit reliable crew.

After that it’s back to sanding and painting the interior then reassembling the 
teak trim and various pieces removed for repairs and paint.

I do expect to go sailing this spring/summer regardless of how complete the 
interior repainting is.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Nov 29, 2021, at 7:46 AM, Joe Della Barba via CnC-List 
 wrote:


What have you?
I was just informed my son and his buddy want to do a winter break cruise. This 
means leaving the dinghy in the water until January, so I think they just got 
volunteered to be the ones that get wet hauling it out after the cruise 
I just got the bottom cleaned a couple of weeks ago and did a tune-up on the 
engine, so at least we should be fast.


Joe Della Barba
Coquina C 35 MK I
Kent Island MD USA


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Stus-List Re: C to race - cold weather discussion topic

[Martin DeYoung via CnC-List]

I would go back to a C 39, tall rig, deep rudder and the light weight Atomic 
4 aux engine. Prep it to be fully optimized for its PNW PHRF rating but include 
a “penalty pole” and blooper for those long DDW legs. I would also want the 
upgraded winch package that included the Barient titanium drum 3 speed primary 
winches.

Back in the late 70’s the 39s did well in the typical light air races that were 
long enough to experience several changes of current that could keep a crew of 
6 out for 24 to 36 hours in relative comfort. If the wind came up it could 
still go upwind without the whole neighborhood camped out on the rail.

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Nov 29, 2021, at 12:58 PM, Dennis C. via CnC-List  
> wrote:
> 
> 
> If one was to buy a C to totally trick out for handicap racing, which model 
> would you buy and why?
> What modifications would you make if you had a bunch of boat bucks?
> 
> !!!  Don't forget to trim your responses if this thread builds.  !!!
> 
> -- 
> Dennis C.
> Touche' 35-1 #83
> Mandeville, LA
> Thanks to all of the subscribers that contributed to the list to help with 
> the costs involved.  If you want to show your support to the list - use 
> PayPal to send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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Stus-List Re: [EXTERNAL] Digital Panel Meter

[Martin DeYoung via CnC-List]

Back in the early 70’s the chief electrical engineer at our transformer design 
and manufacturing company related a story that detailed the disastrous results 
of a mismatch between the electrical grid and a small hydroelectric generator 
in upstate New York. IIRC it occurred between WWII and the Korean war, back 
when the frequencies were matched by hand. They had analog meters.

As the first hand story was told to me, an inattentive tech connected the small 
hydro plant without precisely matching the frequency. The “small” generator 
(several tons in weight) was thrown off it’s mounts and out of the building in 
its attempt to sync with the grid.

I bet there was a lot of paperwork after that screw up.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow/Seattle

On Nov 22, 2021, at 9:26 AM, Della Barba, Joe via CnC-List 
 wrote:


The frequency should be 60 Hz, period. The way the power grid works would cause 
an emergency disconnect of your local generator from the grid if it gets off of 
60 or a disconnect of your grid ties to the wider world. The results of not 
doing this can include your local power plant physically coming apart.
If you saw a low frequency from a shore power connection something is very 
wrong somewhere. The only readings I have ever seen from shore power are 59.9, 
60, and 60.1.
(A very quick explanation, any generator is a motor and vice-vera. Commercial 
power plants are all connected together, so if one gets out of synch all the 
other ones can try and force it to do something like speed way up or turn the 
other direction, which would have disastrous results for anyone standing near 
it)

The company that made your meter is here:
Brighton Electronics
sa...@beimeter.com
503-624-7116
866-837-8371

I bet if you give them a call they can point you at a place to get another one.

From: Bill Coleman via CnC-List 
Sent: Monday, November 22, 2021 11:46 AM
To: 'Stus-List' 
Cc: Bill Coleman 
Subject: Stus-List Re: [EXTERNAL] Digital Panel Meter

If it is there, I would like it working, is all.
It was interesting to watch the progress of the Frequency coming back up, along 
with volts, as I was trying to bring life into four large, nearly dead 
batteries at Jabins a few years ago – took a few days, pulling through a 150 
foot extension cord on the hard.
I just thought if someone had replaced a similar volt or ammeter they might 
have a good source. Have not had much luck on Flea Bay.


Bill Coleman
Entrada, Erie, PA



There are tons and tons of them on Amazon and FleaBay, but matching the size is 
tricky. Also note that a frequency meter for shore power is a bit odd, what are 
you going to do if it is wrong? Call the power company?
99% of the time I see them on boats with generators or sometimes boats that 
travel to places that might have 50Hz power.


Joe Della Barba
Coquina



Does anyone have a source for the Panel Meters, specifically a frequency meter 
for shore power? The manufacturer is Brighton Electronics, altho still around, 
They don't seem to sell retail. The Cutout hole is 2 3/8" x 15/16" ( 60 mm X 
23.8).







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Stus-List Re: Selling a FL vessel in Bahamas

[Martin DeYoung via CnC-List]

A friend of mine once purchased a boat titled in New Zealand taking delivery 
“off shore” of a small South Pacific island nation. Prior to the transaction he 
asked the local customs people if any taxes would be levied and they said no.

After a week of preparation for the first leg of the delivery to North America 
and standing at the customs desk to check out of the country he was told the 
revenue people from the home office wanted to talk with him.  The new boat 
owner decided to depart under cover of darkness and head directly into 
international waters. (I was delivery skipper on the second and final delivery 
leg.)

All the above happened in a place and time with limited computerized data bases 
and poor long range communication. The buyer got away with the adventure.
I suggest you seek qualified legal and tax advice or buy a white cotton suit 
and a fedora and start practicing your best imitation of a Humphrey Bogart 
character.

Martin DeYoung
Calypso 
1971 C 43
Port Ludlow/Seattle 

> On Nov 20, 2021, at 8:24 AM, Wyatt via CnC-List  wrote:
> 
> Hi there, does anyone have experience with selling a vessel in the Bahamas? 
> I have a 1979 C that is registered/titled in Florida, and am hoping to do 
> a one-way trip, ending in Georgetown, Exumas (selling the vessel and flying 
> out of there). Would I need to register the vessel in the Bahamas? Would I 
> even be able to? Has anyone heard of a similar experience?
> 
> Thank you for your time, Wyatt
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> the costs involved.  If you want to show your support to the list - use 
> PayPal to send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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Stus-List Re: Calypso sighting

[Martin DeYoung via CnC-List]

Tom,

I will send several pics to your email address.  My understanding is Goldstar 
Marine’s advertising team has been documenting the painting process with the 
intent to add Calypso to their web site’s photo album.  I did not see anything 
there as of today.

Goldstar Marine’s paint crew performed the “roll and tip” Awlgrip paint job in 
Matterhorn White with Awlgrip’s Vivid Red for the cove and shear (incl the star 
and dagger) stripes.  I used Prism Graphics for the vinyl letters which I 
applied (they had the original file from 1999).

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

From: Tom Buscaglia via CnC-List
Sent: Thursday, October 7, 2021 5:07 PM
To: Stus-List
Cc: Tom Buscaglia
Subject: Stus-List Re: Calypso sighting

Pix please
Tom Buscaglia
S/V Alera
1990 C 37+/40
Vashon WA
P 206.463.9200
C 305.409.3660



On Oct 7, 2021, at 5:01 PM, Peter McMinn via CnC-List  
wrote:


Martin De Young, with my boat in Boat Haven this month, I spotted your boat in 
its restored glory. What a magnificent paint job
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Stus-List Re: Cancelled again

[Martin DeYoung via CnC-List]

Stu,

I didn’t RSVP because Calypso is being painted this week and I am providing 
prep, taping, clean up, and painters assistant services.

I do enjoy the rendezvous meetings and encourage you to try again in the ear 
future.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Sep 16, 2021, at 9:09 AM, Stu via CnC-List  wrote:


Since there appears to be little interest in tonite’s virtual zoom rendezvous, 
I have cancelled it.

Maybe we will have more interest once the sailing season has slowed down.

Stay safe ‘n’ healthy.

Stu
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Stus-List C 43 “Epic” in news

[Martin DeYoung via CnC-List]

The west coast sailing  web sitePressure-Drop.us shows a report the C 43 
“Epic” is drifting 310 miles SW of Hawaii. The “operator of the disabled vessel 
was rescued after 6 days…”

Is this some type of weird attempt by the universe to seek balance with C 
boats in unusual circumstances approximately 300 miles off the far reaches east 
and west of North America?

Martin DeYoung
Calypso 
1971 C 43
Seattle/Port Townsend’s yard 
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Stus-List Re: 84 Landfall 35 vs 91 Morris Justine 36

[Martin DeYoung via CnC-List]

“…a race starts every time another sail is in sight.”

According to my wife I resemble that remark. For example, on a Desolation Sound 
cruise, fully loaded with cruising gear, Optimist dingy on foredeck, inflatable 
in tow the 70’ ULDB “Meridian” popped out of an bay and headed up the same 
channel as us. So out rolls the heavy #1 and the constant tweaking of the go 
fast strings ensues.
I got away with this until I asked my wife to “move over a bit” to allow easier 
access to the main sheet winch.

I don’t recall exactly how long/far this side by side speed contest went on, 
and granted “Meridian” was not using their mainsail, but I sure enjoyed sailing 
side by side through the spectacular scenery of Desolation Sound.

The C connection to “Meridian”, is Chuck Schiff who owned the C 43 “Epic” 
asked Bob Perry to design a longer, faster boat with a sail plan similar to the 
43. Both boat’s hulls were painted black.
“Epic” was one of the top racing boats in the PNW in the mid to late 70’s and 
was always impressive as it powered past the C 39 is was crewing on.

Martin DeYoung
Calypso 
1971 C 43
Seattle/Port Townsend’s yard 

> On Sep 9, 2021, at 2:03 PM, dwight veinot via CnC-List 
>  wrote:
> 
> For some of us a race starts every time another sail is in sight. I am a 
> little bit of that vintage lately having become more selective based on 
> potential boat speed or phrases numbers. The landfalls are great C’s. I had 
> a landfall 35 close by me in the yard. Nice and the 38 too. I like the ways 
> my 35MKII flies on that tack. Waterline length is important but sail trim and 
> crew work snd helm control are important. Get the boat in the groove on that 
> tack probably she’ll let you know
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Stus-List Re: Baby stay vs new headsail

[Martin DeYoung via CnC-List]

Calypso has hydraulic adjusters on both the back and baby stay. Using 
significant pressure on both, the “hell for stout” mast barely shows any bend. 
With the baby stay disconnected the mast does pump alarmingly in short, steep 
seas.

The main utility of Calypso’s baby stay is to prevent mast pumping. Calypso’s 
rig was modified years ago eliminating the aft lower shrouds which allows the 
boom to be eased further forward for DDW sailing. Per my conversations with 
rigger extraordinaire Brion Toss (RIP) the aft lowers often carry much of the 
mid-mast support load.

If your rig includes aft lowers I suspect baby stay use could be reduced in 
most of the gentle conditions common in a Salish summer. In sporty conditions, 
especially racing double handed, I would rig the spinnaker pole to reduce 
headsail tangles at the baby stay. This tactic was especially useful in heavy 
#1 sailing conditions.

The baby stay can also be useful in reducing mast pump/vibration at anchor. I 
often played with various tension combos between the back and baby stay to calm 
a twitchy mast.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Sep 2, 2021, at 9:15 AM, Peter McMinn via CnC-List  
wrote:



Great thoughts all. I use our hydraulic backstay to much greater effect. I’m 
going to tie the baby back and watch the results on the main, which likely was 
cut for that lower fwd tension. We sail in the Salish, so heavy air is 
relatively shortlived, but some recent passages with blasts to 30 make me want 
to keep the stay ready to use.

A telling observation is that the car on the Schaefer track has suffered some 
serious torque (in SF Bay) and is only about 50% functional.

Thank you!

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Stus-List Re: Replacing Cabin/Deck Balsa Core

[Martin DeYoung via CnC-List]

Re: expanding foam

Back in the 70’s, prepping a C 39’s ice box for the Transpac race to Hawaii, 
we poured too much expanding foam into the space around the box.  As the 
overfill expanded it distorted the galley counter and bulkhead. We ended up 
cutting out the foam and starting over with much less mix and smaller pours.

I have repaired / replaced the balsa core in approximately 15 square feet of 
Calypso’s deck. I used mostly new balsa but around the mast where there are 
many halyard blocks I replaced the sodden plywood with epoxy laminations.

There’s much written about repairing balsa core decks that detail both short 
term and long term repairs.  Let me know if you have any follow up questions 
about deck repairs or my Calypso restoration project.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard 
(Knee deep in painting the topsides and deck)

> On Aug 25, 2021, at 9:19 AM, SV Mary Me via CnC-List  
> wrote:
> 
> 
> I've got some soft spots returning on the deck at the base of the mast, that 
> a previous owner had made an attempt to shore up. According to the owners 
> manual, the cabin-ceiling/deck sandwich is balsa cored, so I'm working with 
> the assumption that this has rotted away. 
> 
> The local supply store has a plastic honeycomb panel to use as a base 
> material for fibreglass work that could use to fill the space, once the 
> rotted material is dug out. I also thought about using expanding, 
> self-hardening construction foam that could be shaved and shaped, then 
> 'glassed over.
> 
> Has anyone used, or have any thoughts on using the expanding foam?
> 
> 
> s/v Mary Me
> 1975 C 24
> Labelle, Florida USA
> 
> Thanks to all of the subscribers that contributed to the list to help with 
> the costs involved.  If you want to show your support to the list - use 
> PayPal to send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: halyard/sheet bags

[Martin DeYoung via CnC-List]

Funny story about dropping halyard tails down the companion way hatch:
We did that on a custom 2 toner back in the early 80’s until a tail got caught 
in the prop shaft. The 2 toner was stripped out enough down below that there 
was a small gap behind the engine box.

After that I always checked before dropping the tails.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Aug 16, 2021, at 6:08 AM, Matthew via CnC-List  wrote:


Chuck:

My 42 has winches around the mast for halyards.  When in use, 
we coil line around the winches.  When not in use, there’s not much to store.

My main sheet, Cunningham, main outhaul, chute downhaul 
(foreguy), and traveler control lines all lead to the front of the cockpit.  
Like others, we just let them hang down the companionway when in use.  When not 
in use, we coil lines around winches.  An issue someone pointed out to me is 
that one of our fire extinguishers is mounted in a location that a hanging line 
could grab it.  Haven’t settled on a solution for that yet.

From: CHARLES SCHEAFFER via CnC-List 
Sent: Saturday, August 14, 2021 5:52 PM
To: CNC boat owners, cnc-list 
Cc: CHARLES SCHEAFFER 
Subject: Stus-List halyard/sheet bags

Hey guys,

What is everybody using for halyard bags for the lines next to the companionway 
and also sheet bags for the genoa sheets.  Anybody have suggestions?  Pictures?

Chuck Scheaffer, Resolute 1989 C 34R
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Butyl Tape tips

[Martin DeYoung via CnC-List]

I second Chuck’s comments, I have used 3 rolls of the Bed-It butyl tape during 
Calypso’s restoration.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Aug 9, 2021, at 5:18 AM, CHARLES SCHEAFFER via CnC-List 
 wrote:


Hey guys,
FWIW,  I just rebed my chainplates and some deck hardware using Bed-It Butyl 
Tape and the link below provided some tips that really helped and I thought I'd 
share.

https://marinehowto.com/bed-it-tape/

Chuck S
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Checking the list now deck paint

[Martin DeYoung via CnC-List]

Matt,

For the deck (DIY) I am using Interlux Perfection 2 part in Matterhorn White. I 
am sanding down through several layers of unknown and mixed types of old deck 
paint to the original gelcoat and laying down a layer of high build epoxy 
primer as a transition layer.
The topsides will be professionally painted using “roll and tip” Awlgrip in 
Revised Off White. The 2 Awlgrip colors are next to each other on the current 
color chart. My color suitability advisor said this was a good thing.
The cove strip and C star + dagger and shear accent will be in Awlgrip Vivid 
Red.

The vinyl lettering company Prism located Calypso’s file from 1998 so they can 
easily duplicate the name look/style we used before.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Aug 2, 2021, at 7:13 AM, Matthew via CnC-List  wrote:


Martin:

What are you using for the “shiny” paint?

Matt
C 42 Custom

From: Martin DeYoung via CnC-List 
Sent: Sunday, August 01, 2021 4:59 PM
To: Stus-List 
Cc: CHARLES SCHEAFFER ; Martin DeYoung 

Subject: Stus-List Re: Checking the list

When I mentioned being jealous of how much time my father-in-law was spending 
aboard his classic wood power boat my wife firmly reminded me I am spending 
many hours a week onboard its just in the yard with sand paper in hand.

It is rumored the professional painting crew will begin to prep the topsides 
next week. Meanwhile I will continue to hand sand and primer coat the deck to 
prepare for applying “shiny” paint and Kiwi Grip non-skid. I plan to put 
Calypso back in the water around the first of October.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard


On Aug 1, 2021, at 7:54 AM, CHARLES SCHEAFFER via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:

Ho pe everyone is well and sailing.   The list has been quiet for several days.

Chuck S
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  Thanks - Stu
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Stus-List Re: Checking the list

[Martin DeYoung via CnC-List]

When I mentioned being jealous of how much time my father-in-law was spending 
aboard his classic wood power boat my wife firmly reminded me I am spending 
many hours a week onboard its just in the yard with sand paper in hand.

It is rumored the professional painting crew will begin to prep the topsides 
next week. Meanwhile I will continue to hand sand and primer coat the deck to 
prepare for applying “shiny” paint and Kiwi Grip non-skid. I plan to put 
Calypso back in the water around the first of October.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Aug 1, 2021, at 7:54 AM, CHARLES SCHEAFFER via CnC-List 
 wrote:


Ho pe everyone is well and sailing.   The list has been quiet for several days.

Chuck S
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Stuffing Box

[Martin DeYoung via CnC-List]

I have owned 3 boats and completed 4 west coast to/from Hawaii crossings with 
PSS shaft seals installed. Calypso has had hers since 1999.

I read of a specific failure caused by lack of maintenance where a boat sat for 
many years allowing marine growth and corrosion to bond the SS and carbon 
together. Someone started the engine to move the boat without inspecting or 
burping the PSS Shaftseal.  The engine spun the shaft ripping the bellows.

I inspect the shaftseal and burp it after each significant length of 
inactivity. I replace the bellows every 7 to 10 years.

If a boat owner was unable or unwilling to inspect and maintain this type of 
shaftseal the more traditional stuffing box may be a better option.

Full disclosure; I know and have sailed with PYI’s owners and have toured the 
PYI shop. I have not and do not work for them nor sell their products and 
strongly recommend contacting PYI directly for the most accurate maintenance 
and installation info.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Jul 13, 2021, at 4:47 AM, Jeffrey A. Laman via CnC-List 
 wrote:


Hello all,

From time to time this discussion of stuffing box vs PSS dripless comes up and 
catastrophic failure is typically mentioned.

Has anyone on this list experienced a PSS catastrophic failure (that is the 
fault of PSS) or have direct knowledge of someone who did?

Installed PSS 4 years ago. Maintenance free = more time sailing.

Jeff Laman
1981 C
Harmony
Ludington, Mi

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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Radar Mount

[Martin DeYoung via CnC-List]

Calypso has a radar mast on the stern. It has worked well for the last 20 
years. We included a “tilt” function to compensate for heel angle on long racks.

On our last boat, a C 36 (1980) we installed a Questus backstay pole which 
also worked well.

I do recommend make a stern mount high enough to avoid getting hit in the back 
of the head by the radar transmitter energy.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Jul 10, 2021, at 12:45 PM, Korbey Hunt via CnC-List  
wrote:


I know  it is traditional to mount radar on the mast but I am thinking of 
mounting it on a post on the stern with an antenna farm.  Any thoughts on this 
option?

Get Outlook for 
Android
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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Stus-List Re: George Harding Cuthbertson's Binder #2 C 1969 - 1972

[Martin DeYoung via CnC-List]

JohnKelly,

Thank you for compiling and presenting this collection of documents and 
articles that detail, in my opinion, one of the primary elements (the C 
founding principals and companies) of the “Big Bang” of innovations that fueled 
the explosive growth in friends and family racing aboard more affordable 
racer/cruiser sailboats during the 70’s and 80’s.

It seems to me that the rise and peak of sailboat racing participation here in 
the PNW closely tracks with the rise of C and a few other higher quality 
design/build companies. The C design philosophy created boats that allowed 
crews to compete toe rail to toe rail in point to point and offshore distance 
racing then raft up and socialize comfortably.  The delivery/cruise back to the 
home port was often a comfortable, enjoyable sail in it’s own right.

Thanks again for your contribution to documenting and making available the C 
historical information.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Edson Acquired

[Martin DeYoung via CnC-List]

Chip John’s also owner a C 43 in the past.

Martin DeYoung
Calypso
1981 C 43

On Jun 2, 2021, at 11:18 AM, David Risch via CnC-List  
wrote:


I have known Chip for years.  Good for the Keanes, good for Chip and good for 
us.

Sent from my Android. Please forgive typos. Thank you.


From: Bill Coleman via CnC-List 
Sent: Wednesday, June 2, 2021 1:51:56 PM
To: 'Stus-List' 
Cc: Bill Coleman 
Subject: Stus-List Edson Acquired


Oh well, looks like they will be in caring hands.



Edson Marine, the New Bedford, Mass.-based manufacturer of marine pumps, 
steering systems and a wide range of accessories has been acquired, the company 
said in a 
statement,
 by Chip Johns.

A one-time owner of Vanguard Sailboats and former member of the Sail America’s 
Board of Directors, Johns’ involvement in the marine industry dates back well 
over three decades.

“Edson will continue to keep its roots firmly planted in quality, customer 
service and innovation,” Johns said. “[We] have an exceptional team, with an 
unrivaled product line and reputation that we will continue to make even 
better.”

The company, which was founded in 1859, was acquired from the Keene family — 
the elder Henry and his two sons, Will and Hank, have been with Edson for more 
than 60 years.

CEO Adam Cove, who joined Edson in 2016, will remain on board.

“I am excited about the passion and expertise Chip Johns brings to the 
company,” said Cove. “He has all the tools and experience to lead Edson into 
its next chapter.”



Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Port Townsend

[Martin DeYoung via CnC-List]

Calypso is out at PT’s big marina yard parked between the marina office and the 
bathroom building in space 404. 1/2 of the name has been removed from the stern 
but the side names are still in place.

I will be there this afternoon sanding on some repairs to the stern. Calypso’s 
co-owner will also be there. I am 6’5 and bearded. The co-owner is shorter.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On Jun 2, 2021, at 10:49 AM, Doug Mountjoy via CnC-List  
wrote:


Martin
Are you in Boat Haven with Calypso?
I'm hauling out today. Will be here for a few days.



Sent from my T-Mobile 4G LTE Device

Doug Mountjoy
Port Orchard YC
Port Orchard,  WA
Rebecca Leah
1988 LF39

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costs involved.  If you want to show your support to the list - use PayPal to 
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Stus-List Re: UFO noise update

[Martin DeYoung via CnC-List]

Doug,

Thanks for the follow up info.  I enjoy reading how C mysteries are solved.

On Calypso, to prevent the boom from swinging like a late 40’s Bebop band I 
have pulled the traveler hard over to one side then used a light line to hold 
some tension from the other.

Also when at anchor with a side wind I used the foreguy attached to the 
spinnaker pole track and applied some pressure forward to prevent “UFO” type 
pumping of the mast.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

From: Doug Mountjoy via CnC-List
Sent: Tuesday, June 1, 2021 10:55 AM
To: Stus-List
Cc: Doug Mountjoy
Subject: Stus-List UFO noise update

I just wanted to give an update on my UFO noise. It turned out to be my boom 
lift. I had it tight to slow down boom swing. Now the boom swings, but no UFO's.



Sent from my T-Mobile 4G LTE Device

Doug Mountjoy
Port Orchard YC
Port Orchard,  WA
Rebecca Leah
1988 LF39


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Stus-List Re: C Forward "Bulkhead"

[Martin DeYoung via CnC-List]

For repairing Calypso’s plywood bulkheads I used a oscillating tool to “plunge 
cut” at a angle (start of a scarf joint) far enough into the good wood to be 
sure all the rot was removed.

I improved the scarf joint angle with sanding/grinding equipment. I made a 
pattern from cheap plywood and cardboard the allowed me to test the fit and 
adjust to allow for any interference in installation of the new piece.

I bonded in the new piece with an epoxy mix that included high density fillers 
and milled glass. To hold alignment and climb the scarf joint tight I drilled 
holes on both sides (left and right) of the scarf joint, used Mylar sheets to 
prevent bonding my clamping boards to the repair then used bolts to drawn the 
scarf joint tight.

When possible I added a doubler behind the bulkhead to reinforce the repair.  
If that was not possible I added epoxy/glass cloth over the repair area.

I am fortunate that Calypso’s interior has always been finished “Herreshoff” 
style, painted white with teak trim. (The white paint allows one to see 
mosquitoes them smash the little bastards and clean up quickly.) It was easy 
for me to fair out the repair and paint. (Part of my misspent youth included 
doing auto body/fender work and painting.)

With a varnished bulkhead that you want to keep varnished adding a door skin or 
1/4” teak vernier plywood skin over the part of the bulkhead that shows may 
recover much of the original look.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

On May 26, 2021, at 8:34 PM, Andrew Walther via CnC-List 
 wrote:


Hi there,

Forward most bulkhead is rotting and I can’t figure out how to remove it.

Here’s a video…

https://photos.app.goo.gl/e77DRbCFEQnFiBJ99

Any help / suggestions would be most appreciated!

Thanks!

Andy
C (Tryfan)
Comox, BC
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Best Head Pump Lube

[Martin DeYoung via CnC-List]

“… Recommended for head pumps by Peggy Hall (aka. Head Mistress).”

Head Mistress – AKA “The Princess of Poop”

I have followed Peggy Hall’s advice and used her recommended products for well 
over 20 years with great results.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend yard


Sent from Mail for Windows 10

From: Marek Dziedzic via CnC-List
Sent: Saturday, May 22, 2021 5:24 AM
To: Stus-List
Cc: Marek Dziedzic
Subject: Stus-List Re: Best Head Pump Lube

Super Lube. It is a Teflon-based lubricant. Recommended for head pumps by Peggy 
Hall (aka. Head Mistress).

Marek

-Original Message-
From: Randal Stafford via CnC-List 
Sent: Saturday, May 22, 2021 12:58 AM
To: Stus-List 
Cc: Randal Stafford 
Subject: Stus-List Best Head Pump Lube

This is kind of a shitty subject, but I'd like to hear y'all's recommendations 
for lubricant for the shaft of a Jabsco manual head pump.  Mine's getting 
squeaky and stiff.

Thanks,
Randy
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  Thanks - Stu
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Stus-List Re: Now Bruckmann built issues and how/if to fix wet balsa

[Martin DeYoung via CnC-List]

Matt,

Bruckmann’s 1969/70 build crew did many things well. I have heard stories of 
the original boat owner pushing the build crew to hurry up so they could launch 
(as Arieto) in time for the 1971 SORC.  I found hand written notes on some of 
the 43 build documents indicating C and Bruckmann learned from teething 
issues found in the first 43 and 61 hulls built and made changes to later hulls.

Most of the hull and bulkhead/deck structure has held up well given 50 years of 
being “ridden hard and put away wet”.  Much of Calypso’s plywood bulkhead rot 
issues stem from water seeping in through micro fractures in the hull just 
forward of the keel.  I expect the more enthusiastic race crews pushing the 
boat hard and pumping the backstay adjuster up to 11 stressed the laminate. (I 
have been part of race crews guilty of this with mottos like: “nothing performs 
like a loaner” and “drive it like it’s stolen”)

Most of the balsa rot was caused by extra holes added after the boat was 
launched.  We repaired and sealed over 300 holes, many discovered when sanding 
off layers of paint.  Over the years the holes were temporarily sealed with 
various materials but not any that would be considered permanent. One of the 
surprise leaks into balsa was caused by a broken plastic port frame.  The 
plastic port was not installed by Bruckmann.  Its location on the cockpits 
forward bulkhead made it vulnerable to impact.  The frame cracked in a way that 
did not show but allowed water to leak into the balsa.  From the advanced stage 
of rot I expect the leak was active for over 30 years.  That leak ran down the 
bulkhead, across under the bridge deck and around the corner to affect the 
cockpit sides.

I bet Calypso is now as strong as it was when new, maybe stronger in those 
areas we reinforced.  Hopefully the boat will survive the next 50 years of 
being ridden hard and put away wet.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend yard

Sent from Mail for Windows 10

From: Matthew via CnC-List
Sent: Thursday, May 20, 2021 7:42 PM
To: 'Stus-List'
Cc: Matthew
Subject: Stus-List Re: fun with moisture meter and how/if to fix wet spot

Martin:

I feel your Bruckmann-induced pain.

Matt
1976 C 42 Custom

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
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Stus-List Re: Now wiring imbedded in deck + fix wet balsa

[Martin DeYoung via CnC-List]

Much of the wiring hidden in Calypso’s deck laminate had already failed when we 
re wired and plumbed Calypso back in 1999.  The un-tinned “zip” cord, in many 
places had already disintegrated into green dust.  IIRC the 1974 C 39 that I 
sailed several Transpacs on was also built at Bruckmann’s and had the imbedded 
wiring.

As part of Calypso’s ongoing restoration we have re-routed and integrated the 
galley & saloon overhead lighting wires into the teak trim around the mid 
hatch. We brought the wires up inside of the support post/grab rail that runs 
from the galley counter up to the aft edge of the mid hatch trim. Then we 
routed a wire channel in the teak trim.  Once we choose the type of lighting 
fixtures we will figure out the how to hide the wires as they run from the trim 
to the light fixture.  I expect a short teak “feature strip” will serve well.

Another lighting wire conundrum was solved by glassing in a shelf in some space 
above where the companion way slider slides during my rebuild of that part of 
the boat.  The 43s have an “eye brow” just forward of the companion way to 
deflect water.  With the companion way and the internal structure in that area 
removed for repair/re-paint I had access to create the wire run. Now I can 
power light fixtures on both sides of the companion way without visible wires.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

Sent from Mail for Windows 10

From: Matthew via CnC-List
Sent: Friday, May 21, 2021 10:57 AM
To: 'Stus-List'
Cc: Matthew
Subject: Stus-List Re: fun with moisture meter and how/if to fix wet spot

My 42 Custom has hidden mystery wires all through the unlined salon ceiling.  
Turning on a light is like magic.

From: Shawn Wright via CnC-List 
Sent: Friday, May 21, 2021 10:52 AM
To: Stus-List 
Cc: Shawn Wright 
Subject: Stus-List Re: fun with moisture meter and how/if to fix wet spot

Wow. Wiring between the deck layers? So far, I've only discovered wires between 
the deck and liner, which is bad enough when it comes time to replace them in 
some areas where they've been bonded in, and no easy alternate route exists.

--
Shawn Wright
shawngwri...@gmail.com
S/V Callisto, 1974 C 35
https://www.facebook.com/SVCallisto

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Stus-List Re: fun with moisture meter and how/if to fix wet spot

[Martin DeYoung via CnC-List]

Joe,

Have you sounded the deck with a tapping hammer?  If the balsa core has 
separated from the laminate it will sound dull.

The balsa core supplier Baltek has much good info on their web site regarding 
the effect of wet balsa.  IIRC the balsa can be quite wet and still retain 
significant strength.  Much of Calypso’s wet balsa had been left to its own 
devices for so long it had created an acetic swampy soup of rotted balsa and 
acid attacked polyester.  The liquid was so acetic that it instantly corroded 
tools used to removed the damaged laminate.

When I was repairing the aprox 20 sq ft of Calypso’s cored deck that had failed 
I noticed water ran significant distances along channels between the balsa 
sections and where Bruckmann’s had run 12v wires through balsa channels within 
the deck laminate.  Also, the “stick built” interior bulkhead attachment 
process left channels between the plywood bulkhead and the deck or hull.  Water 
from various sources traveled through these channels then wicked up the plywood 
bulkhead.  We repaired/replaced aprox 14 linear feet of plywood bulkhead.  In 
most cases the water only wicked up 12” to 16”.

I also noticed that the damp balsa around the perimeter of the repair area only 
dried where exposed.  If you want to insure all damp balsa is dried or 
removed/replaced you may need to expand the repair area.

We performed most of Calypso’s deck repairs from inside.  As we kept Calypso in 
its marina slip during the work we needed to avoid the appearance of performing 
“major” repairs in the water.  By staying below deck we reduced the noise and 
dust considerably.  If we had been hauled out working from above would have 
been easier and faster.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s yard

From: Della Barba, Joe via CnC-List
Sent: Thursday, May 20, 2021 10:56 AM
To: Stus-List
Cc: Della Barba, Joe
Subject: Stus-List fun with moisture meter and how/if to fix wet spot

I got a Klein moisture meter from Amazon and decided to give it a go. Plenty of 
areas I thought might have high readings did not. Most of the deck seems to be 
in the 1%-6% range.  The one area with a high reading is not near any 
penetrations, I cannot figure it out. Forward of the mast and aft of the 
forward hatch there is an area about 1 or 2 square feet that reads high enough 
to peg the meter at 40%! The wet area does not extend to either the mast or the 
hatch, it does not seem to come from either one. The deck does not feel 
obviously mushy either, it just looks crazed in that spot. The only real way to 
feel anything different is in the cabin, the liner seems detached if you press 
up on it. This is basically in the passageway forward around the hanging locker.

Now the question is what next? Do I cut the deck off from above or repair from 
below? My feeling is working from above will be 100 times easier until the very 
last step of making the deck look not cup apart at the end. I still have no 
idea how water could get there except possibly the vents that are over the head 
and hanging locker. The original dorades put in before we got the boat were 
very poorly done, I had to do a lot of sealing and filling with epoxy when I 
put the solar vents in. It would require water to run uphill and aft though

Joe
Coquina

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Stus-List Re: [EXTERNAL] Re: CnC44 Mast Height for Bridge Clearance

[Martin DeYoung via CnC-List]

Back in the 80’s I crewed on J-24s when not doing foredeck on offshore boats.  
In the Seattle area there are J-24 races on both Lake Washington and Puget 
Sound.  The boats I crewed on often participated in both fleets the same week.  
To transit from Lk WA to PS included going under 4 bridges and the Ballard 
Locks.  This was often done after a few post race beverages.

So, one evening we decided to attempt heeling the J-24 over enough to go under 
the LK WA Ship Canal’s Fremont bridge.  As we approached the narrow passage one 
crew went up the mast and another on the boom gave enough heel to make it look 
possible.

Fortunately we determined that heeling over far enough to clear the bridge 
lifted the rudder out of the water = zero steering ability before we were 
trapped under the bridge.  Also, it was good that most of my more entertaining 
nautical performances occurred prior to cell phone cameras and YouTube.

FYI, I sailed the J-24s enough to get a chance to crew in the 1989 J-24 worlds 
in Kingston including the road trips that go along with that level of 
competition.  In the 10 years working up to that event we had many 
opportunities to perfect stupid people tricks like heeling the J over 90 
degrees, having a crew climb up the mast then all other crew jumping into the 
water providing a sling shot ride to the guy up the mast.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Townsend’s boat yard

From: Dan via CnC-List
Sent: Tuesday, May 4, 2021 1:54 PM
To: Stus-List
Cc: Dan
Subject: Stus-List Re: [EXTERNAL] Re: CnC44 Mast Height for Bridge Clearance

Thanks everyone.
The measurements came from when I had the mast on the ground, i measured from 
the spartite to the top, and also the entire length. Just looking for 
confirmation from another 44 owner to make absolutely sure. The bridge has a 
tide marker on it and the tide is not too strong here so we won't go for it 
unless we are sure. Just looking at the pilings here it looks like the tide 
drops 1 or maybe 1.5 ft... not promising. Will probably go up and remove all 
the head gear. Another option is to wait for stong wind and attempt to sail 
under close hauled if we can get a good lean on.. anyone tried this?
Dan


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Stus-List Re: clogged head hoses

[Martin DeYoung via CnC-List]

Doug,

Back in 1977 I was crew on the PNW based C 39 “Midnight Special” headed to LA 
for the start of Transpac. We were somewhere off Northern California when the 
head plugged up. Given the offshore conditions the skipper thought he could 
free the plug by applying more pressure to the pump. As one would expect the 
pump seals failed. It was fortunate the skipper was wearing foul weather gear.

We pulled the hose and found it’s ID reduced to <1/2” by years and several 
Hawaii crossings worth of use.  As the offshore conditions did not allow for 
well thought out solutions we rammed a spare piece of 7/19 rigging wire through 
the hose. This got us to Marina del Ray where we could purchase new hose.

BTW, that 1974 C 39 “Midnight Special” held the under 40’ elapsed time record 
for the Vic-Maui race for many years under the ownership of Seattle’s Steve 
Crary. I did 2 Transpacs with the next owner. The last I heard that 39 was 
named “Discovery” and moored in Winslow, Bainbridge Island.

Martin DeYoung
Calypso 
1971 C 43
Seattle/Port Townsend’s boat yard

> On May 3, 2021, at 9:33 AM, Doug Mountjoy via CnC-List 
>  wrote:
> 
> 
> Good Morning All,
> 
> I am in the process of replacing my Stainless steel holding tank, due to 
> holes that are a result of corrosion. This is requiring me to make one out of 
> fiberglass. No one makes a tank this size and shape needed. This led me to 
> checking the hoses for condition. I found that the hoses from the toilet to 
> tank are severely clogged. Not sure how any fluid was getting through. 
> Currently with the aft cabin torn apart my boat is unusable for anything, 
> including living aboard, which I am. 
> 
> My question is this. What does everyone use to help keep the lines clear? Do 
> you pull them out every few years and clean them? Is there a chemical that I 
> can flush down that will help keep them clean?
> 
> Thanks,
> Doug
> 
> 
> -- 
> Douglas Mountjoy
> 253-208-1412
> Port Orchard YC, WA
> Rebecca Leah
> C LandFall 39
> Thanks to all of the subscribers that contributed to the list to help with 
> the costs involved.  If you want to show your support to the list - use 
> PayPal to send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: C 34-36R deck repair

[Martin DeYoung via CnC-List]

James,

When I rebuilt Calypso’s deck around the mast collar I used a combo of G10 
(1/4” thick) and layers of glass/epoxy in the places where the halyard blocks 
are located. In general this extended out from the mast collar 18”.  I went 
back to using new balsa core as I moved outward and there were no penetrations 
through the laminate.

Calypso, built by Bruckmann’s crew in 1970/71 originally had plywood out aprox. 
12” then went to balsa.  I found the plywood saturated but still had some 
structural integrity, but not enough to be trusted.
Bruckmann’s also ran un-tinned copper “zip” cord along side the balsa (between 
the glass inner and outer deck laminate) for interior lights.  The zip cord 
made a water runway to extent balsa rot for and aft.

BTW, I ran several multi week “dry the balsa” experiments.  If the balsa 
surface is not substantially exposed to the air, the drying seem to be very 
localized, not extending deeper than ½” into the deck laminate. YMMV.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow
(soon to be in Port Townsend’s yard for paint)

From: James Bibb via CnC-List
Sent: Tuesday, April 20, 2021 10:07 AM
To: Chuck S via CnC-List
Cc: James Bibb
Subject: Stus-List C 34-36R deck repair

Chuck and I have been going over deck repair information…thought it’d be best 
to get this stuff back on the site where everyone can reference it.

Chuck, thanks for the valuable feedback…

Balsa core was the deck core material…I’ve had to remove a large portion of the 
deck around the mast hardware locations…original construction didn’t detail the 
through deck penetrations very well.

I’m waiting for the deck to dry before rebuild.   I’ve ordered balsa to go back 
in…however propose to put marine plywood or comparable material at hardware 
mount points and around the mast ring.  Was that your strategy?

James Bibb

C SV Darwin’s folly 1991 34-36R

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Stus-List Re: Atomic 4 trouble shootings

[Martin DeYoung via CnC-List]

If my memories from working on cars in the shade of a tree are accurate, oil 
and gas shooting out the flame arrester may indicate a valve/ignition timing 
problem.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

On Apr 11, 2021, at 11:36 AM, Joel Delamirande via CnC-List 
 wrote:

Good afternoon gentlemen
Does anyone have done a overhaul on the atomic 4
I’m trying to start this engine and getting frustrated of getting no results
I’ve been following the Moyer marine video and still no luck
Here what I did
New spark plug and rotor
New dc wiring
New starter
There spark at the coil
I tried many times to do the dead center alignment assuming the engine was 
rebuilt according to universal specs
New dip stick
I’m I missing something
I’ve tried gaz in the spark plug hole
Results oil and gaz shoots out at the flame aresstor
Give me a call or text 905 818-1336
--
Joel Delamirande
[https://drive.google.com/uc?id=0Bzdvlj_zFQR9UUZyRjFCM0FGejZXeGd5WFVnVTZRb0Y0Q1lZ=download]
www.jdroofing.ca

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: Heavy spinnaker sizing vs medium/light for 33-2

[Martin DeYoung via CnC-List]

Bruno,

I have a 2.2oz “chicken chute” with wire in the luff tapes packed away in 
Calypso’s storage locker.

I have not hoisted it but have stretched it out in a loft to evaluate its 
condition. My guess it was made by Hood back in the 70’s.  It looks like a good 
used low mileage sail with limited UV exposure.  It has very narrow shoulders 
and is small enough in square area it might be entertaining on a 33’ boat.

Let me know if you want to take it for a test sail.  Based on other times/other 
boats when a wire luff chicken chute was called for I expect you would need a 
TWS of 25+ to get this sail to fly well.  Of course, you break it, you bought 
it.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

From: Bruno Lachance via CnC-List
Sent: Tuesday, April 6, 2021 4:07 PM
To: Stus-List
Cc: Bruno Lachance
Subject: Stus-List Re: Heavy spinnaker sizing vs medium/light for 33-2

Thank you all for the group wisdom.

To be clear my plan was never to compensate the shorter length of the luff by 
not hoisting the chute to the masthead. I am fully aware of the consequences in 
higher winds. I have seen people do that before when the chute is on the 
smaller side in the attempts to have a fuller shape in light conditions. No big 
deal when it's light, but even then I really doubt it makes the boat faster. It 
sure looks bad!

So back on deck. As a reference, I usually set my pole at about 18-20 inches 
higher that the boom, with a chute 3 ft shorter, i'm worried I would need to 
set the pole too high, but I thought maybe I could flat the sail a little and 
keep the pole lower than usual. Gybing with the pole too high does not look 
appealing neither.

The seller is pretty far so impossible to have a look or confirm measures. He 
says the sail is 40.8 but he measures 44 " by hand" whatever that means. With a 
foot of 21.5, 40.8 makes more sense, so a tad short.

Still tempted by the price...and It is appealing to keep my nice North AirX 600 
crisp for racing.

Bruno Lachance
Bécassine , 33-2
New-Richmond, Qc.





Envoyé de mon iPad

Le 6 avr. 2021 à 17:07, Gary Nylander via CnC-List 
mailto:cnc-list@cnc-list.com>> a écrit :
Bruno, I tried what you are thinking about. It didn’t work. Dennis is right, 
you do not want three feet of halyard swinging your chute around – it does not 
get pretty. And, if you have the pole hoisted up in the air to get the chute 
hoisted all the way, you have a higher center of effort for that chute and it 
will move around, which is what you don’t want in heavy weather. The ultimate 
trick would be to have a separate halyard attached three feet down the mast 
just for that chute, but on our masthead boats, you will get all tangled up 
with the forestay. Sorry.

Gary – 30-1
From: Dennis C. via CnC-List 
mailto:cnc-list@cnc-list.com>>
Sent: Tuesday, April 6, 2021 3:56 PM
To: Stus-List mailto:cnc-list@cnc-list.com>>
Cc: Dennis C. mailto:capt...@gmail.com>>
Subject: Stus-List Re: Heavy spinnaker sizing vs medium/light for 33-2

A heavy weather chute should have narrow shoulders.  It should be fully 
hoisted.  Failure to fully hoist in heavy weather will increase the potential 
for oscillation and loss of control.

While we're on heavy weather spin flying, on Touche', we never ever let the 
center seam cross to the weather side of the forestay.  That is, we prefer a 
slightly reaching trim as opposed to a dead downwind trim.  Trimming the 
chute's center seam to weather of the forestay increases the chances of 
oscillation and ultimately a death roll.

I'd rather broach than do a death roll!

To answer the question, talk to your sailmaker.  This chute sounds a wee bit 
short to me.

  --
Dennis C.
Touche' 35-1 #83
Mandeville, LA

On Tue, Apr 6, 2021 at 11:22 AM Joel Aronson via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
Bruno,

Sounds about right.  Just don't hoist the chute to the masthead.

Joel

On Tue, Apr 6, 2021 at 10:42 AM Bruno Lachance via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
Question for the spinnaker gurus of the group:

The light/medium sym spinfor my 33-2 has a luff/leech lenght of 44 ft and a 
foot of 23.3 ft. This is a sail designed for this boat

I'm looking at a used spin that seems to be a heavier cloth, that would be used 
as a S-3. The dimensions are Luff: 40.8 / foot: 21.5




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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   
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  Thanks - Stu

Stus-List Re: Hello?

[Martin DeYoung via CnC-List]

All’s quiet here on the western front.

I did move Calypso from the Seattle area Shilshole Bay marina to the Port 
Ludlow marina on Monday.  I am now able to visit Calypso with a 6 (7 with 
traffic) minute drive.
In May I will move Calypso to Port Townsend for a long haul out to get the 
topsides and deck painted.

Martin DeYoung
Calypso
1971 C 43
Port Ludlow

On Apr 4, 2021, at 5:00 AM, WILLIAM WALKER via CnC-List  
wrote:


 So, I haven't gotten any emails for a couple days.  None in spam or trash.  Is 
it just quiet?
Bill Walker
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: water tanks interconnected, or not?

[Martin DeYoung via CnC-List]

Calypso has had the Tank Tender system in place for over 20 years. I monitor 
the diesel tank and 2 water tanks. Once I learned/charted the correlation 
between pressure readings and quantity of fluid in each tank it has been very 
reliable as an indicator.

I installed a different type of system in the holding tank that gives 
“green/yellow/red” light indication of holding tank levels.  That system 
requires occasional cleaning of the float switches to remain accurate.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

On Mar 31, 2021, at 8:38 AM, Peter McMinn via CnC-List  
wrote:


Thanks for the ideas. I used my dinghy foot pump to blow out the vent on the 
port tank, which resulted in increased flow from that tank. I think I need to 
replace the senders in both tanks to get accurate readings on tank levels. 
Neighbor on the dock suggests a Tank Tender. Any suggestions?

Peter McMinn
 _/)


On Wed, Mar 24, 2021 at 6:32 AM Bill Coleman via CnC-List 
mailto:cnc-list@cnc-list.com>> wrote:
This sounds likely – My usual fix for fixing the prime in the water pump in the 
spring was to bring a hose on board and blast water into the tank drain, up to 
the faucet – this would also blast over to the other tank, and likely blow out 
whatever crud was in the line. Then vacuum out that tank and clean.

Bill Coleman
Entrada, Erie, PA




Something is preventing the free flow of water from one of the tanks.  It could 
be;
 - a clog in the hose from the tank to the tee,
 - maybe a valve, somewhere in that line that is closed,
 - it could be the vent is plugged solid, creating a vacuum.  Which does not 
allow the water to flow.

Given that there is very little head pressure to overcome the vacuum, it 
wouldn't necessarily take too much of a plug on either side to stop the water 
flow.

Danny

-- Original Message --
From: Rick Brass via CnC-List 
mailto:cnc-list@cnc-list.com>>
To: "'Stus-List'" mailto:cnc-list@cnc-list.com>>
Cc: Rick Brass mailto:rickbr...@earthlink.net>>
Subject: Stus-List Re: water tanks interconnected, or not?
Date: Tue, 23 Mar 2021 23:37:40 -0400
My 38 also has a tank under the port and starboard settees. Each of the tanks 
has a shutoff valve at the outlet. The two drain hoses meet at a T under the 
floorboards, and from this T is the line to the pressure pump.

Curiously, there is also a shutoff valve on each side of the T. I could see no 
good purpose for the second shutoff in each supply line (unless it was there to 
stop all the water from leaking out through a broken line), so I left them in 
place when I replaced the hoses a while back.

Maybe you have an arrangement like this one?

Rick Brass
Washington, NC



From: Adam Hayden via CnC-List 
[mailto:cnc-list@cnc-list.com]
Sent: Monday, March 22, 2021 7:14 AM
To: Stus-List mailto:cnc-list@cnc-list.com>>
Cc: petemcm...@gmail.com; Adam Hayden 
mailto:hayden.a...@hotmail.com>>
Subject: Stus-List Re: water tanks interconnected, or not?

Peter
Very interesting.  I have the same issue except my port tank drains and the 
Starboard tank does not.
Drives me crazy.
Adam c 36
Sent from my Bell Samsung device over Canada’s largest network.


From: Peter McMinn via CnC-List 
mailto:cnc-list@cnc-list.com>>
Sent: Monday, March 22, 2021 3:55:08 AM
To: cnc-list@cnc-list.com 
mailto:cnc-list@cnc-list.com>>
Cc: petemcm...@gmail.com 
mailto:petemcm...@gmail.com>>
Subject: Stus-List water tanks interconnected, or not?


I have a 30gal water tank under both settees. The valves for each are set to 
open flow. However, the pump seems to draw only from the starboard side. I’d 
assumed that with both valves open, the tanks would equalize, but the stbd tank 
empties and the pump goes dry, while the port tank remains full. Can someone 
venture to what’s going on? I’ve read this 2015 
discussion,
 but the OP then was interested in disconnecting the two tanks. I’ll do some 
exploring tomorrow to see what might be preventing the tanks from equalizing. 
Ideas are welcome.

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costs involved.  If you want to show your support to the list - use PayPal to 
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Stus-List Re: C Custom 50 w Weird 2man Winches

[Martin DeYoung via CnC-List]

I crewed on 2 similar sized boats with “coffee grinder” pedestals in 
approximately the same location close to the mid cockpit. (One was a Frers 49 
for Transpac 1981, the other a Chance 54 for the 1982 Vic-Maui and Clipper Cup.)

The location keeps the weight out of the ends and leaves enough room to staff 
the handles with 2 larger crew.  As I am 6’4” and 190 lbs I was often one of 
the grinders along with my foredeck duties. On the Chance 54 (Glory out of 
Seattle) we grinders would compete to see if we could complete a heavy #1 (at 
the top end of its range) tack without using 1st gear (it was a 3 speed).  More 
than once us deck apes would retire to the rail then hear the trimmer ask us 
back to take the winch out of 2nd allowing the trimmer to use 1st gear for 1 
person sail trimming.

That C 50 is a pretty cool boat.  It fits nicely between the 70’s era 43s and 
61s with features of both.  If any listers get serious about looking at the 50, 
have the surveyor check for balsa core damage around the plastic framed port in 
the aft cockpit. A similar port in Calypso had a cracked frame (crew knee 
pressure?) that allowed significant water intrusion.  I had to re-cored/rebuild 
Calypso’s entire bulkhead and adjacent surfaces in that area.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

From: Tom Buscaglia via CnC-List
Sent: Tuesday, March 30, 2021 3:32 PM
To: Stus-List
Cc: Tom Buscaglia
Subject: Stus-List C Custom 50 w Weird 2man Winches

https://www.yachtworld.com/boats/1973/c-c-50-custom-3817907/

Interesting boat, but the placement of the 2 man Barients seems AFU.

Thoughts?
Tom Buscaglia
S/V Alera
1990 C 37+/40
Vashon WA
P 206.463.9200
C 305.409.3660


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costs involved.  If you want to show your support to the list - use PayPal to 
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Stus-List Re: adding tracks to deck

[Martin DeYoung via CnC-List]

Ron,  as part of Calypso’s way too long restoration project we have filled over 
250 deck holes with different viscosities of epoxy.

In short we found most tapes to provide poor sealing of the hole allowing lower 
viscosity epoxy to drip/ooze out.  Early on in our learning process I had lots 
of epoxy in my hair.

-Use a thick (high viscosity) 5 minute epoxy to seal the bottom of the hole.  
Works great but you will need to watch for bubbles forming in the hole.
-Use a wide packing tape on smooth surfaces.  Has worked well with epoxy made 
thick with Cabosil and other fillers, both high and low density.  We used 
ground glass fibers for holes that would not be used again.  For holes that 
needed small repairs and sealing prior to being re-used we would pick a West 
Systems low density filler like 407 or 410.  For particularly structural hole 
repairs we cut round pieces of glass cloth to help fill the holes.
-use a small piece of mylar or similar “slippery” film and a quick drying 
masking compound.  I got our mylar and masking compound from electrical 
manufacturing sources back when I was involved with that industry.  If you are 
interested I will look up the manufacturer of the masking compound.

For blind holes, thicken epoxy can be forced up with the same squeeze tube used 
by cake decorators.  Get the thicker film type.  A quick hack is to use a 
zip-lock bag and cut out the corner.

To avoid boring those listers not excited about mixing epoxy, let me know if 
you want to dig deeper into the topic of the epoxy hole filling arts offline.

Martin DeYoung
Calypso
1971 C 43
Now Seattle
Soon Port Ludlow (after 2 months in the Port Townsend yard for paint)

From: Ronald B. Frerker via CnC-List
Sent: Tuesday, February 16, 2021 3:26 PM
To: Matthew via CnC-List
Cc: Ronald B. Frerker
Subject: Stus-List Re: adding tracks to deck

Do you do anything special to keep the epoxy in place until you can put some 
tape under the glob?
Ron
Wild Cheri
C 30-1
STL

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Stus-List Re: Screw removal

[Martin DeYoung via CnC-List]

Chuck,

I too am a LanaCote user but mostly for turnbuckles and rigging terminations 
that could harbor water.  I have a 20+ year old container of LanaCote that I 
usually heat up a little to reduce viscosity before applying.  That stuff is 
almost un-usable when cold.  I was able to easily disassemble Calypso’s 
turnbuckles when rebuilding the deck near the chainplates.

I would not hesitate to use LanaCote on fasteners if I ran out of Tefgel or 
more likely, could not find the Tefgel syringe.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

From: CHARLES SCHEAFFER via CnC-List
Sent: Friday, January 15, 2021 3:43 PM
To: Stus-List
Cc: CHARLES SCHEAFFER
Subject: Stus-List Re: Screw removal

Yes.  Screws coated with Lanacote come right out.

Maybe I'm the only lister using Lanacote?  All the other list comments seem to 
prefer TefGel.  I bought some of that, but when I had to choose, I chose 
Lanacote because of past experiences.  I can't say LanaCote is better than Tef 
Gel, cause I never did a test comparison, but a little goes a long way.

Around about 2007, I repainted my boom.  I removed all the fittings on my boom 
and sanded to bare metal, primed with etching primer, and painted it.  I used 
Lanacote on all the SS screws holding straps and blocks, etc.  In 2019, I 
decided to install Lazy Jacks and removed all the fittings to repaint the boom 
again.  It's simply a waxy lanolin and I like it.  I installed all the new SS 
fasteners using the same tub of Lanacote I purchased over eighteen years ago.  
It's good stuff.


Chuck Scheaffer Resolute 1989 C 34R




On 01/15/2021 1:10 PM dwight veinot via CnC-List  wrote:


Have you tried to remove a screw you put in 12 years ago using this stuff

On Thu, Jan 14, 2021 at 5:29 PM CHARLES SCHEAFFER via CnC-List < 
cnc-list@cnc-list.com> wrote:
I stick the stainless screws into a tub of Lanacote before assembly into 
aluminum and avoid corrosion.  The same $7 tub has served for eighteen years.  
I keep one on the boat and another at home.  It's now $12 but far cheaper than 
TefGel.

https://store.offshorespars.com/products/lanocote-corrosion-inhibitor-4oz-jar?variant=5529330483228=USD_medium=product_sync_source=google_content=sag_organic_campaign=sag_organic_campaign=gs-2020-01-21_source=google_medium=smart_campaign=Cj0KCQiA9P__BRC0ARIsAEZ6irhSrsfS5Gpc9JSq8OuW8376Z15u_ZhodAe_mKVO_dauDvGtcf7vNSAaAliqEALw_wcB

Chuck S
On 01/14/2021 2:25 PM Chris Riedinger via CnC-List < 
cnc-list@cnc-list.com> wrote:



Anti seize in dissimilar metals will be worse than nothing at all.

Tefgel if installing stainless fasteners in aluminum


Thanks to all of the subscribers that contributed to the list to help with the 
costs involved. If you want to show your support to the list - use PayPal to 
send contribution -- 
https://www.paypal.me/stumurray
 Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --
https://www.paypal.me/stumurray
  Thanks - Stu
--
Sent from Gmail Mobile
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved. If you want to show your support to the list - use PayPal to 
send contribution -- https://www.paypal.me/stumurray Thanks - Stu

Thanks to all of the subscribers that contributed to the list to help with the 
costs 

Stus-List Re: Companionway hatch slide replacement LF38

[Martin DeYoung via CnC-List]

Patrick,

I recently rebuilt Calypso’s companion way slider and adjacent areas. Calypso 
was built by Bruckmann. If you are interested in pictures and details let me 
know and I will send them by email.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

On Jan 15, 2021, at 9:32 AM, Patrick via CnC-List  wrote:



Has anyone pulled out the companionway main hatch on a Landfall 38?  It looks 
like it's not as simple as one might expect - to remove it I'll need to unbolt 
our traveler in order to unscrew the 40-odd screws holding down the fiberglass 
companionway cover and clean/scrape the old butyl and sealant.


It's not possible to just slide out the hatch acrylic since the fiberglass 
hatch cover blocks that (I could cut a slot in the fiberglass in 2 spots to do 
it, but don't want to do that). I have a photo I’ll try to attach below.


The reason we need to pull the hatch is that there seems to be something jammed 
in the track slide - sometimes when we try to slide open the hatch it jams on a 
screw or something loose in the track, which I can't see or recover.

The fiberglass cover is also due for resealing anyway, as it leaks in some 
spots.

This looks like a big job, just wondering if anyone else has done it and has 
tips or a blog post.

-Patrick

1984 C LF38


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costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu
Thanks to all of the subscribers that contributed to the list to help with the 
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Stus-List Re: C Rendezvous at Maritime Museum in Kingston?

[Martin DeYoung via CnC-List]

Which route would make a faster voyage from the west coast;

South through the Panama Canal and back up the east coast, or
North, taking advantage of global warming, through the NW Passage?

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

From: Dennis C. via CnC-List
Sent: Friday, January 8, 2021 5:20 PM
To: CnClist
Cc: Dennis C.
Subject: Stus-List C Rendezvous at Maritime Museum in Kingston?

Rather than several competing "on the water" rendezvous's, I keep thinking 
about a big? C rendezvous at the museum in Kingston.  Paid event with 
proceeds to the museum for the C document preservation.  Fall 2022, perhaps?  
Long lead time to let the museum get going?

Crazy idea?
--
Dennis C.
Touche' 35-1 #83
Mandeville, LA

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Stus-List Re: Emergency Tiller wanted

[Martin DeYoung via CnC-List]

Bill,

Yes, that 39 still had the original “broach coach” barn door rudder in 1977.
The 1977 Transpac was one of the windiest Transpacs on record.  On the 
stormiest night we rounded up multiple times an hour.  IIRC 7 race boats were 
dismasted that night.  Learning from sailing through that with the short 
rudder, for the 1979 Transpac the owner upgraded to the newer rudder design and 
a bigger steering wheel.

The new rudder was a significant upgrade in control when pushing hard off the 
wind.  We also used a blooper to help balance the sail plan for DDW in trade 
wind conditions.
(That 39 was built in 1973 and was hull #49.  As the “Midnight Special” under 
Steve Crary’s ownership it held the Vic-Maui race record for <40’ for many 
years.  When I sailed on her (still the “Midnight Special”) the owner was Verne 
McCullough (1976 to +-1983).  Last I heard she was still in the PNW named 
“Discovery”.)

Our woodruff key failure analysis indicated the key was undersized and slowly 
slipped down out of the interface with the quadrant.  The failed key showed it 
sheared when just under ½ of its length was still in contact with the quadrant.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

From: Bill Coleman via CnC-List
Sent: Saturday, January 2, 2021 3:38 PM
To: Stus-List
Cc: Bill Coleman
Subject: Stus-List Re: Emergency Tiller wanted

That is a scary tale. When I disconnected my rudder, I thought for sure that 
the key was redundant, as the quadrant clamped onto that shaft so hard when you 
tightened it that I couldn't imagine it's ever slipping.  I have to ask, was 
that the original barn door rudder? Because, I can't imagine that happening 
with one of the newer, balanced Spade rudders that came after. My 39 would sail 
itself without even touching it for miles. And then you only needed fingertips.
Bill Coleman
Erie PA,  Entrada

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Stus-List Emergency Tiller wanted

[Martin DeYoung via CnC-List]

John,

I have an emergency tiller that came with Calypso but does not fit the rudder 
post.  IIRC it has a cast fitting that has a rectangular cut out to fit over a 
machined rudder post head.  I suspect it was original from Bruckmann’s to fit 
the original rudder.  Calypso’s rudder was replaced back in 1974 with no 
provision for using this tiller.

If you send me a picture and/or measurements I will dig the tiller out of 
storage and check if it would work on your 36-1.  (BTW I owned a 1980 C 36 
for 7 years. I do not recall what the top of the rudder post looked like. My 
wife still misses that boat, she is spooked by Calypso’s racing sail plan and 
heavier displacement.)

I am a firm believer in having a emergency tiller or alternate method of 
steering.  During a delivery of a C 39 south to LA for the start of the 1977 
Transpac we experienced steering failure.  It was 3 or 4 AM and we were in the 
middle of the “squash zone” an area of enhanced Northwesterly winds between the 
WA/OR border and Point Reyes (just north of San Francisco).  The winds were 
gusting to the high 30’s and the seas were big and steep.

When the woodruff key between the SS rudder post and the steering quadrant 
sheared the boat rounded up on the face of a steep breaking wave.  I was below 
in on one of the saloon bunks and was tossed over the lee cloth onto the owner 
that was sleeping to leeward.  We both raced onto deck to see WTF happened.  We 
rigged the short emergency tiller (very similar to the one I have in storage).  
It took two of us sitting on the cockpit floor to exert enough force on the 
short tiller to bring the boat back to course.  We reduced sail to a double 
reefed main.

Once it was determined what failed and that a spare woodruff key was onboard we 
waited for daylight to effect repairs.  The guy that drew the short straw had 
to climb under the cockpit and disconnect the steering cables and un-bolt the 
quadrant.  With the replacement woodruff key in place and the quadrant 
re-mounted the cables needed slack to be re-attached.  This meant  holding the 
rudder full over on each side long enough for the poor guy under the cockpit to 
attach the cable and make a rough adjustment.

Everything loose onboard was secured and the main sheet was manned.  Once we 
pulled the tiller hard over the boat began spinning circles in the big seas.  
Of course this was entertaining for those of us up on deck but miserable for 
the guy hooking up the cables below.  Of note, if the tiller slipped the guy 
hooking up cables could lose a finger or two.

In all it worked out OK.  Once full steering function was reestablished, sails 
hoisted and the mess cleaned up it was time for breakfast.  IIRC it was 
egg-foo-young.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

>>
John McCrea
Thu, Dec 31, 2020 4:06 PM
Hello all. I need an emergency tiller for my 1979 36-1. My bot did not come
with one. I have access to one from a club members 36-1 that I can get
replicated but it will be pricey. Does anyone have an extra or know of a
source that has the casting for the rudder fitting? Thanks!
John McCrea
Talisman
1979 36-1 Hull 113
Mystic, CT


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Stus-List Re: Happy New Year

[Martin DeYoung via CnC-List]

Chuck,

Happy New Year to you and all of the cnc-listers.

We had a quiet evening here in Port Ludlow.  The rain and wind kept the 
celebratory fireworks to a minimum, only a brave few boats anchored out.

Over the decades we have celebrated many New Year’s eve onboard here in Port 
Ludlow, sometime anchored, sometimes tied to the guest dock at the marina.  One 
year back in the early 80’s we buddy boated up from Seattle with a friend to 
spend the evening swapping sea stories.  After the ladies retired to the 
comfort (and warmth, it was aprox. 26F outside) of the cabin we guys decided to 
fire up a gas camp light, a tape player with Frank Zappa’s “Joe’s Garage” on, 
and consume mass quantities of rum, sometimes hot buttered.

All seemed well as the clock struck 3AM.  The ladies were asleep (fortunately 
one in each boat thereby preventing our drunken hair brained scheme of going 
for a sail), we had plenty of both rum and sea stories in stock, and plenty of 
frost on the dock for attempts to write our names to the Zappa song “don’t eat 
yellow snow”.  Things got a bit awkward when a light came on in the power boat 
tied up a boat length behind us.  The owner came out mumbling something about 
difficulty with the shore power and began moving his boat farther away.  Of 
course we, being neighborly and all jumped up to help him move and re-tie.

Our goal was to push on to dawn just to watch the sunrise however the combined 
effects of alcohol and hypothermia had other ideas.  I don’t recall the time we 
pulled the plug but it well short of dawn.  I do recall it taking hours before 
I felt warm inside my sleeping bag.  Around 10AM my father-in-law slide open 
the companionway hatch to announce his arrival with the plan to drive us over 
to Port Townsend for a late breakfast.  My understanding of the conversation 
was FiL – “what’s that smell”  wife – Martin is still drunk and sleeping with 
his mouth open”. After some breakfast and Bloody Mary’s it was decided by the 
group that some window shopping was in order. After a few blocks of that I 
stated I was heading over to the Town Tavern for a beer.

So here’s to a virtual beer with all of you to toast an end to 2020 and to the 
unlimited promise of a brand spanking new 2021.

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow

Sent from Mail for Windows 10

From: CHARLES SCHEAFFER via CnC-List
Sent: Friday, January 1, 2021 3:57 PM
To: CNC boat owners, cnc-list
Cc: CHARLES SCHEAFFER
Subject: Stus-List Happy New Year

Hi all,

Hope you all had a nice celebration last night and the hang overs weren't too 
bad.  We rarely drive on New Year's Eve, but this year made a short trip to my 
brother-in-laws for an71  outdoor buffet, bon fire, making smores and enjoying 
fireworks.

Here's wishing you all a better year in 2021.

Chuck S

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List Re: MAX Prop pitch discussion

[Martin DeYoung via CnC-List]

Chuck,

> It's the first time I've heard of changing the prop pitch for conditions.  
> Did that work out for you?  Was it worth the trouble?

For me it is a qualified yes, it was worth it.  The qualification is the payoff 
was much better when delivering boats between Hawaii and the PNW with the plan 
to cut the corner of the NE Pacific High to save hundreds of miles by motoring 
for several days.  Most of the boats were raced over and did not carry enough 
fuel for the shortcut strategy.  We would carry extra fuel in bladders or jerry 
cans on the deck.  Fuel consumption became a key performance metric.  Running 
out of fuel or having an engine failure in the middle of the NE Pacific high 
could add weeks to a delivery. (Several of my better sea stories were created 
by engine failures between Hawaii and the US west coast.)

Calypso has a 1991 Perkins 4-108M spinning a 19” 3 bladed MAX prop. From my 
pitch study notes, using PYI’s estimates 20 degrees of pitch would allow the 
engine to reach its max 3600 rpm, 22 degrees = 3200 RPM.  My goal was to be 
able to motor, in calm conditions, at 7 knots with the engine turning over 
between 2400 and 2600 RPM. (At 2400 rpm the vibration / noise vs speed ratio is 
tolerable.  New engine mounts added later helped both vibe/noise 
substantially.)  After several test runs in 1999 we decided to go slightly over 
pitched at 22 degrees.

In 2007 while preparing for our trip around Vancouver Island I decided to drop 
the pitch setting to 20 degrees which allows to engine to reach its full 3600 
rpm with out spewing black smoke.  My goal was to insure the engine could 
deliver enough horsepower to punch into bigger seas and wind if needed on the 
west side of Vancouver Island.  Calypso’s fuel consumption increased a little 
if we powered up to 7 knots, was back at best fuel efficiency at around 6.7 
knots.

MAX Prop / PYI is selling a prop model named ‘Easy” that can be easily adjusted 
while in the water.  I have not owner one (I have bought 3 different MAX Props, 
all the “Classic” model.  I think there was one on a boat I helped deliver to 
San Francisco but we had so much wind that we avoided significant motoring 
hours.  I did not get a chance to play with the pitch adjustments.

Good luck on helping your friend on setting his MAX prop pitch. It is my 
opinion that for most coastal/seasonal engine use getting the original install 
pitch close enough to allow the engine to reach its rated RPM w/out black smoke 
is a great place to start.  After the first season the owner can decide if a 
one setting up or down would be better.

Stay well,

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
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Stus-List MAX Prop pitch discussion

[Martin DeYoung via CnC-List]

Chuck,

I have used MAX Props since the mid 80’s including multiple Hawaii crossings. 
(Full disclosure, I have known Frederic Laffitte one of PYI’s owners since 
before PYI was a company and have sailed over 20K offshore miles with him.)

I echo the comments regarding PYI’s recommendations, especially as a best 
starting point.  Fred Hutchinson has been serving PYI’s MAX Prop customers for 
a very long time.  I have been at PYI and been able to observe their customer 
service commitment first hand.  Last time I was there it looked like the next 
generation was beginning to “learn the ropes” from Frederic and the other 
owner/managers so us MAX Prop users should have them as a resource for a long 
time.

For Calypso’s 3 blade MAX Prop and on other boats I have used several different 
pitch settings.  For long off shore voyages I have intentionally over pitched 
the prop (just a little) to reduce engine RPM when motoring in calm (NE Pacific 
high) conditions.  For our trip on Calypso around Vancouver Island I slightly 
under pitched the prop to allow better power (higher engine revs) for 
“punching” into head seas and wind.

If you do not hear from someone with your same boat and power setup, using the 
PYI recommendation for your first time underway then looking for the usual 
signs of over/under pitch may be the best compromise.  When I was experimenting 
with Calypso’s prop pitch I had a deal with the Travel Lift operator that he 
would leave the slings down long enough for me to perform a “hot lap” and check 
the performance.  I got away with this twice before settling on my best 2 
options.

Happy New Year and stay well,

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow



Hi guys,
Tables are great, but actual settings are better.
I hope someone else with a 36 footer and a Yanmar 3GM30F w 2.6:1 reduction and 
a 17" two blade MaxProp will share his actual setting number to help us.

Thanks to those who responded already.
Chuck S

Martin DeYoung

Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
send contribution --   https://www.paypal.me/stumurray  Thanks - Stu

Stus-List C 43s in the Chi/Mac

[Martin DeYoung via CnC-List]

Greg,

I apologize for the slow response, currently I have to check the archives to 
read cnc-list posts and I just noticed your response to my question about 
Chi/Mac races.

Thanks for checking the Chi/Mac results.  Glenn McCarthy who raced the boat as 
“Esta Es” sent me some Chi/Mac results from the McCarthy’s ownership.  The next 
time I hear from Dean Shipman I ask him if he or Jimmy have any archived 
info/results from the late 70’s.

Back in the mid 90’s I was invited to crew on a Chi/Mac boat out of Chicago but 
a combo of child and business commitments kept me from being able to 
participate.  The most Great Lake sailing I got in was the 1989 J-24 Worlds 
raced out of Kingston Ontario.  That event had a 50/50 ratio of sailing to 
parties.  I normally prefer much more sailing time per event but the Worlds 
culminated a decade of crewing on J-24s up and down the US West coast.  I 
rarely have sailed on a J-24 since preferring boats big enough that my 6’4” 
frame fits under the boom when tacking.

Happy New Year and stay well,

Martin DeYoung
Calypso
1971 C 43
Seattle/Port Ludlow


Hi Martin,

Yes I remember Dean Shipman.  They had a Ranger 33.  I don't know how many 
Chi/Mac races Phantom participated in and the Chicago Mackinac website doesn't 
go far enough back at least from what I found.  I am glad you connected with 
Jimmy through Dean and happy to know the boat is going strong.

Greg Alimenti
C 29 MkI
Cara Mia
St. Joseph, MI
Thanks to all of the subscribers that contributed to the list to help with the 
costs involved.  If you want to show your support to the list - use PayPal to 
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Re: Stus-List Scanmar Emergency Rudder MRUD

[Martin DeYoung via CnC-List]

Adam,

I am interested enough to want more information, particularly if it is sized 
for a 24,000 lb. 43' C  Please send the model number or any additional info 
to: calyps...@outlook.com

Calypso's transom was modified back in 1974 and looks much like a C 39's, 
only larger.

BTW, back in the 70's and early 80's I crewed on the 39 "Midnight Special" (now 
Discovery) and raced against "BlackWatch".

Martin DeYoung
Calypso
1971 C 43
Seattle



-Original Message-
From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of Adam 
Trackracer via CnC-List
Sent: Thursday, April 28, 2016 7:49 AM
To: Petar Horvatic
Cc: Adam Trackracer; cnc-list@cnc-list.com
Subject: Re: Stus-List Scanmar Emergency Rudder MRUD

Actually I should of said I have the SOS rudder package for sale, on their 
website you will see an option on the right for that, it is a separate item 
from the windvane, which is a reason that I'm selling this, I am planning a 
trip to the South Pacific next year and have already purchased my windvane/mrud 
 making the sos rudder redundant.  

Thanks,
Adam

> 
> -Original Message-
> From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of 
> Adam Trackracer via CnC-List
> Sent: Wednesday, April 27, 2016 8:07 PM
> To: cnc-list@cnc-list.com
> Cc: Adam Trackracer
> Subject: Stus-List Scanmar Emergency Rudder MRUD
> 
> Hello, I own a 1973 C BlackWatch in Seattle and I have a scanmar 
> m-rud I want to get rid of, it would be really cool if another c 
> owner or similar design could use this.  It has never been used other 
> than a few testing days, brand new in 2006 and every part is included 
> except the brackets attached to the transom.  Let me know if you have 
> questions, I'll sell this for very cheap compared to a new set up.
> 
> Thanks
> Adam
> 253 332 8175


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Re: Stus-List West System cored hull time to cure

[Martin DeYoung via CnC-List]

I use the 24 hour cure time when the work area temperature is above 60F.

West Systems may offer some direction on how that can be reduced if the epoxy 
is not a primary bond (used as a filler vs. bonding).  A key bit of info from 
West would be how soon you can paint the new epoxy, and how soon it can be 
exposed to water.

If it was my boat I would be sure each step has cured properly, including any 
sealant and coatings.

Martin
Calypso
1971 C 43
Seattle


From: CnC-List [cnc-list-boun...@cnc-list.com] on behalf of Steve Thomas via 
CnC-List [cnc-list@cnc-list.com]
Sent: Monday, May 02, 2016 7:18 AM
To: cnc-list@cnc-list.com
Cc: Steve Thomas
Subject: Stus-List West System cored hull time to cure

 I am contemplating installing a new transducer in a cored hull, but have only 
2 days till scheduled launch. If I do it, it will be a 2 inch hole, and I want 
to do it right.

 The process I have got from the list over the years is in a nutshell,as 
follows:
 Once the hole is cut, and the core dug out to some range around the hole, you 
fill it up again with West System thickened expxy. Then drill it out again and 
proceed as with a solid hull.

How long does the epoxy take to set?
What would be a minimum time to budget for the whole process?
I have never used epoxy other than glue.

Thanks,

Steve Thomas
C
Merritt Island, FL



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what we do, please help us pay for our costs by donating. All Contributions are 
greatly appreciated!
___

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what we do, please help us pay for our costs by donating. All Contributions are 
greatly appreciated!

Re: Stus-List Stuffing box options on LF38

[Martin DeYoung via CnC-List]

> I don't know what happens when they go wrong, but they have some sort of 
> failure mode that suddenly lets in an awful lot of water.

A catastrophic PSS shaft seal failure I have read about and believe happened 
was caused by long term neglect followed by someone putting the engine in gear. 
I do not recall if it was a sailboat or a powerboat.

The neglected shaft seal rotator was firmly stuck to the carbon piece at the 
end of the bellows.  With rotation powered by the engine the frozen rotator 
transmitted all the force into the bellows tearing it apart.

IIRC various sea life added to the salt water corrosion to lock the SS and 
carbon pieces together.

I also had a traditional shaft log fail on a E 30+ I had in charter back in 
1987.  The nut backed off after the charterer fooled around with it attempting 
to reduce the drip.  Fortunately he figured it out before the boat sank.  The 
water was reported to be just reaching the floorboards.

Martin DeYoung
Calypso
1971 C 43
Seattle


-Original Message-
From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of Steve Thomas 
via CnC-List
Sent: Monday, April 25, 2016 5:36 AM
To: cnc-list@cnc-list.com
Cc: Steve Thomas
Subject: Re: Stus-List Stuffing box options on LF38

I chose to replace the packing box on my C with a new Buck Algonquin 
conventional packing after 2 catastrophic failures of drip less packing glands 
in boats at my marina in a single month. One sank, and the other made it to the 
travel lift in time. Both power boats. I admit that I know little about the PSS 
product, but after witnessing that, I didn't even consider one of them. I 
concluded that the conventional system was a safer bet for me. 

I don't know what happens when they go wrong, but they have some sort of 
failure mode that suddenly lets in an awful lot of water. 

Steve Thomas
C 
Merritt Island, FL


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Re: Stus-List Stuffing box options on LF38

[Martin DeYoung via CnC-List]

Patrick,



I followed the Riveted blog last summer as my father-in-law was on the same 
trip to Alaska in his classic Monk designed power boat.



The guys at PYI should be able to confirm if the increased potential for 
contact with oil is a concern.  That is something I have not faced as all of my 
shaft seal installations were well clear of engine oil.



I have used the PYI shaft seal on 3 different boats over 30 years.  I do follow 
the maintenance recommendations but I also have gone over 10 years on a 
bellows.  I typically change the bellows during a normally scheduled haul out 
in the 7 to 8 year range.  I closely inspect the shaft seal and burp it if the 
boat has not been used for a few months to be sure it is moving freely and has 
water for lube.



On rare occasions, mostly confused seas along with higher boat speeds I have 
experienced a shaft seal heating up slightly and starting to squeak.  A quick 
burp of the seal and all was well.  Calypso's shaft seal is the type with out 
the vent that I have seen on some newer installations.



Martin

Calypso

1971 C

Seattle


From: CnC-List [cnc-list-boun...@cnc-list.com] on behalf of Patrick Davin via 
CnC-List [cnc-list@cnc-list.com]
Sent: Sunday, April 24, 2016 8:36 PM
To: cnc-list@cnc-list.com
Cc: Patrick Davin
Subject: Re: Stus-List Stuffing box options on LF38

Thanks, it's definitely sounding like the way to go. I'm just extra cautious 
when it comes to something enclosing a big hole in the boat. And I like simple 
systems, and the PSS is definitely more complex than a traditional stuffing 
box. But it sounds like PYI's 6 year recommendation is just them being extra 
conservative.

Part of my worry about installing a more complex shaft seal arose from a local 
PNW blog report I read last year:
http://www.riveted-blog.com/2015/08/excitement-at-sea.html
http://www.riveted-blog.com/2015/08/hauling-out-in-juneau.html

They suspected their PSS shaft seal of overheating. But they're a motor boat 
(so faster speeds), and in the end (in the 2nd post) they found the issue might 
have actually been an engine misalignment. I see Martin actually commented on 
the 1st one, about needing to burp the seal sometimes. If that's the only 
complication I need to know, then I'm happy with that.

-Patrick

On Sun, Apr 24, 2016 at 1:49 PM, 
> wrote:

-- Forwarded message --
From: Robert Boyer >
To: cnc-list@cnc-list.com
Cc: Patrick Davin >
Date: Sun, 24 Apr 2016 14:42:39 -0400
Subject: Re: Stus-List Stuffing box options on LF38
I've used a PSS shaft seal on my boat for the last 20 years and I'd never go 
back to a packing gland.  I changed mine out at the 10 year point and it looked 
like it had plenty of life left at that time.  Don't overthink this!

Bob

Bob Boyer
S/V Rainy Days (1983 C Landfall 38 - Hull #230)
Blog: dainyrays.blogspot.com
Email: dainyr...@icloud.com
Annapolis, MD (presently in Baltimore)


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Re: Stus-List Depth transducer throughhull leak

[Martin DeYoung via CnC-List]

Is it leaking between the hull and the thruhull or between the transducer and 
the thruhull?

If the transducer is removable and has O ring seals it is possible to remove 
and clean or replace the O rings while afloat.

Martin
Calypso
1971 C 43
Seattle

From: CnC-List [cnc-list-boun...@cnc-list.com] on behalf of Michael Crombie via 
CnC-List [cnc-list@cnc-list.com]
Sent: Sunday, April 24, 2016 8:00 AM
To: cnc-list@cnc-list.com
Cc: mcrom...@bell.blackberry.net
Subject: Stus-List Depth transducer throughhull leak

Launch was Friday, went smoothly. Yesterday when I came down I noticed water in 
the bilge and traced it to a leaking depth transducer throughhull.

Is there a fix for this to get me through the season?

Thanks,

Mike
Atacama. 33mkii
Sent wirelessly from my BlackBerry device on the Bell network.
Envoyé sans fil par mon terminal mobile BlackBerry sur le réseau de Bell.
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Re: Stus-List Holes in my bulkhead

[Martin DeYoung via CnC-List]

Ryan,

If I had similar openings in a bulkhead on Calypso I would follow my usual 
overkill route and:
Square up the edges of the openings
Fab an opening filler from similar plywood
Taper the edges of the opening and the filler piece
Filled epoxy the interface between the opening and the filler
Epoxy/glass cloth/tape around edges
Fair with epoxy/micro balloon or similar easy to sand filler
Prime/paint

It is easy for me to go overboard on this type of project now as Calypso’s 
interior resembles a fiberglass repair shop.  The extra mess and dust would not 
be noticed.

Martin DeYoung
Calypso
1971 C 43
Seattle

[Description: Description: cid:D1BF9853-22F7-47FB-86F2-4115CE0BAF2F]

From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of Ryan Doyle 
via CnC-List
Sent: Tuesday, April 19, 2016 1:48 PM
To: cnc-list@cnc-list.com
Cc: Ryan Doyle
Subject: Stus-List Holes in my bulkhead

Hey listers,
Now for my question:
Next to my companionway I have holes in that bulkhead.  They are from where a 
previous owner had installed a tangled series of add-on electrical panels.  I 
removed all of them when I rewired the boat.  Alas, now I have holes.

I thought about buying some beadboard and covering it up - cutting the 
beadboard to go around the chart table, around the motor cooling system, and 
around the companionway, but that just seems like a lot of messy work.
Does anyone have any ideas for covering these holes?

The best idea I currently have is cutting some plywood, sticking it in the 
holes, fairing it with wood filler and painting it, but I figured I'd ask here 
first as you guys always come up with something I hadn't thought of.
PS. - A friend suggested I hang some paintings... my wife nixed that idea.

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Re: Stus-List Roller furling manufacturer

[Martin DeYoung via CnC-List]

IIRC that is a Stearns symbol but it has been decades since I saw one.  Again, 
IIRC Stearns made the twin stay luff groove system used on C's from the 70's.

Martin DeYoung
Calypso
1971 C 43
Seattle


-Original Message-
From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of Jason Ward 
via CnC-List
Sent: Friday, April 15, 2016 10:50 AM
To: cnc-list@cnc-list.com
Cc: jaw...@mymts.net
Subject: Stus-List Roller furling manufacturer

Does anyone know which manufacturer used this symbol. I am trying to find an 
owners or service manual for it.   Any information that can be provided is 
appreciated. 

Jason

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Re: Stus-List C 29 Mk II Bulkhead Repair

[Martin DeYoung via CnC-List]

>...heat generated by the epoxy, it kicked off like a chain reaction and 
>produced a very hot, softball sized but mostly air filled ball above the hole.



AKA a exothermic reaction.  The worst exothermic reaction I was involved with 
was back in the 70's when I incorrectly set a warming oven to 250F instead of 
100F.  I had two gallons of a two part polyurethane potting compound turn into 
a smoken' basketball size fire hazard.  I ran it into the parking lot and 
dumped into some gravel.  After it cooled we painted it up a little and named 
it.



To avoid that type of exothermic reaction when mixing large (250 ml typical) 
batches of West Systems epoxy I have used several techniques.



If it is cool outside (<60F) I use their 205 hardener.  Don't add your body 
heat to the mixing container by holding it tightly in your hand.  To add 
fillers, mix the resin/hardener quickly then start adding the fillers.  The 
fillers absorb some of the chemical reaction's heat.  Glass fibers or milled 
glass (powder) absorb more than microballons.



If it is warmer to hot in the work space I used West Systems 206 hardener which 
is formulated for longer pot life in warm weather.  In hot conditions with 
larger batches I have resorted to cooling the resin and hardener containers in 
ice water prior to mixing.



When spreading / poring the mixed epoxy, quickly get some of the mixture out of 
the middle of the container and onto some part of the repair area that will 
absorb the heat.  This is to help avoid the "smoken' hot ball" of epoxy.  A 
wider / larger mixing container is also helpful to stay below the exothermic 
start point.



If you are poring to fill a large void, poring in stages or adding some layers 
of glass cloth or mat to break up the large mass of resin is a good technique.  
The glass will absorb some heat and help prevent shrinkage and cracking.



To date, we have used approx. 6 gallons of West Systems 105 resin and a mix of 
the equivalent 205 or 206 hardener on Calypso's deck rebuild. the typical batch 
is 2 to 3 "pumps" of the metering pumps.  The biggest batches were up in the 10 
to 12 pumps.  For the big batches we had all the cloth laid out and ready to 
have resin poured on.  We quickly got the resin out of the mixing container to 
avoid the exothermic reaction.  With 3 to 4 layers of cloth and all that resin 
the heat could be felt on the skin a close to a foot away.



Some of the fillers we use are:

milled glass powder

glass fibers / strands (approx. 1"long)

West 405, 407, 410 branded fillers

CaboSil (flamed silica) as an anti-slumping agent



Most of our filler mixes get to the "peanut butter" thickness.  For pouring 
into a void we go lighter on the fillers and work it to a "honey" consistency.  
We have used syringes to push epoxy into tight places.  We have used vacuum 
bagging supplies and techniques to remove air and reduce the number of voids.



If you pour resin into a hole it will likely "bubble" until it cures.  We have 
sat around popping bubbles and re-filling.  We have tried using a vacuum 
chamber to reduce bubbles from mixing.  After +-300 holes filled we now just 
accept that some holes/voids will bubble enough to require a two step process.



Martin

Calypso

1971 C 43

Seattle




From: CnC-List [cnc-list-boun...@cnc-list.com] on behalf of Charlie Nelson via 
CnC-List [cnc-list@cnc-list.com]
Sent: Wednesday, April 13, 2016 2:56 PM
To: cnc-list@cnc-list.com
Cc: cenel...@aol.com
Subject: Re: Stus-List C 29 Mk II Bulkhead Repair

Be careful that whatever you do with the epoxy including adding fillers, etc. 
that what you are using it on, in or about has sufficient area to absorb the 
heat produced as the epoxy 'kicks off'.

I build a wooden sailing dinghy using the 'stitch and glue (epoxy) and got 
pretty good with the stuff--so I thought!

When I began an epoxy plus filler repair on a 1.5" x 4" x 1.5" hole in my deck, 
I learned quickly and fortunately without a fire, that one cannot fill such a 
whole in 'one go'!

Without enough surface to absorb the heat generated by the epoxy, it kicked off 
like a chain reaction and produced a very hot, softball sized but mostly air 
filled ball above the hole. Had this repair been done similarly in a place 
where I could not easily reach it, there likely would have been a fire!

Charlie Nelson
Water Phantom



cenel...@aol.com


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Re: Stus-List Pacific Cup: Stowing Type 1 PFDS

[Martin DeYoung via CnC-List]

I used one as a pillow on several Transpacs.



Martin

Calypso

1971 C 43

Seattle


From: CnC-List [cnc-list-boun...@cnc-list.com] on behalf of Kevin Driscoll via 
CnC-List [cnc-list@cnc-list.com]
Sent: Wednesday, April 13, 2016 1:22 PM
To: C List
Cc: Kevin Driscoll
Subject: Stus-List Pacific Cup: Stowing Type 1 PFDS

I am on a crew for Pacific Cup this year (a J42, not C) and wondered about 
buying and stowing (6) Type 1 Inherently buoyant PFD's.

Nearly everyone on the crew is using a Spinlock Hammar or Pro Sensor, which are 
ISO certified, and ISAF approved and widely regarded as *superior to nearly 
everything else, but do not meet USCG requirements. So, the Spinlocks cover the 
SER (safety equipment requirements) for racing, but would not cover us if 
boarded the USCG.

I am sure other offshore racers have dealt with this same dilemma, but wondered 
how so. Any recommendations on the most cost and spatially efficient Type1's to 
buy and stow?

Thanks,
Kevin
C 30-2, Osprey
Portland, OR

*please start another thread if you own an inflatable other than Spinlock and 
wish to protest it's superiority ;) thx.
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