November 2010
Publication of the Norfolk Naval Sailing Association
Cruising on the Bay
Commodore’s Corner
Round The Lights Race
That Saturday had to be one of the best sailing days of the year. Great winds (not forecast), brilliant
skies, and sixty boats taking a gamble on how to get around both lighthouses faster than the rest of the
fleet. My own calculation for the least-worst condition was to get out to Thimble Shoals and back
before the ebb had time to turn the bridge-tunnel choke point into a cauldron of conflicting currents,
and taking my chances on the inside leg by staying in the shallows on the way up, and riding the ebb
for all it was worth on the way back. As best I could tell, 6-8 others were thinking the same way, thus
proving yet again that there are always 10% who don't get the word.
One of the boats with us made a really good tactical move after Thimble Shoals by heading straight
into the beach at Ocean View and running the shallows there all the way to HRBT. We didn't see them
again until we were beating our way up to Middle Ground; they worked all around the edge of the
navigable waterways and rounded the light up there about 20 minutes ahead of us. Pretty dispiriting
from the competitive sense, as was the reality of watching all the rest of you guys finishing 'way ahead
of us. We contented ourselves by being smart tactically within our little group, finishing well ahead of
all but the one I mentioned earlier.
But Oh My! Wasn't it a great day to be out sailing? One of my childhood friends was in town this
weekend, and it was simply great to be able to share the southern Chesapeake with him and his son. It
was for days like Saturday that recreational sailing was invented.
Cheers/Dick
S/V Charis
Weather / or not! _
Which is worse: Hurricane or Nor’easter?
Answer: The one you're not prepared for!
Usually hurricanes come and go faster and Nor'easter's move slower. It's the slower part
that can create some big problems for us. Last November we had a couple of these slow
moving systems come through Hampton Roads with sustained NE winds of 30-35 and up to
40kts. Aside from the obvious wind issues, we all learned the meaning of SURGE. Those
northeast winds pushed up to 5 feet of extra water on top of the 3+ feet we have at high
tide, creating more trouble than the wind did. The marina at Little Creek lost 12 boats and
most of their fixed piers. We had water 4' over the fixed piers and nearly breaching the
marina concrete perimeter. So, how do you prepare for that? First, monitor Sailflow.com
for winds (NAS Norfolk data) and my favorite for tides: www.nws.noaa.gov, Hampton Roads
(Sewell's Point) page. Then, double up your lines, add extra lines to additional mooring
points if you've got them, put out fenders and as much chaffing gear as you can find, and
lead your lines as long as you can fore and aft so you can accommodate the rise of the
surge. Even boats on floating docks can have lines led to pilings, so take the time to
prepare.
Kent Mack
Friendship Sloop INTEGRITY
And welcome to our new NNSA members; Christopher Kehoe and Jennifer Bavuso.
Racing News…
NNSC Racing:
Kate McClintock is assembling a new racing clinic for next season which will include instruction in Trapezes
and Spinnakers. See the November issue of Tides and Tidings for all the details.
Other Southern Bay Racing News:
SBRW 2011 announces new format for CRUISING FLEET. In 2011 Southern Bay Race Week will provide
a separate race course especially for the Cruising Fleet. The Cruising Fleet will race 2 days of the event
(Saturday and Sunday). Cruising Fleet participants will do one middle distance race around fixed marks each
day. The Cruising Fleet racers are invited to attend all the regatta parties, including the Friday post-race party,
and will receive awards comparable to the PHRF and one-design fleets. Organizers have tailored the format to
suit sailors who like to race cruising style. Cruising Fleet participants will pay a reduced entry fee ($99).
Remember, this is for Cruising Fleet ONLY. For additional information on this or other SBRW topics, please
contact Lin McCarthy at (757) 850-4225.
RACERS AND THE RULES QUIZ: Upon returning to the dock, three skippers agree that another boat missed
a mark during the race, thus, in their opinion, did not sail the course. Can one or all of them protest this boat?
(Answer follows in this issue of SBRNYCU.)
Answer to RR Quiz Question: Trick question - Yes, they can protest. All God's children can protest.
However, when a boat sees a rule being broken, it must protest immediately. So, if these boats did not protest
on the water, their protest would probably be ruled invalid. NOTE 1: At the time the boat missed the mark, a
protesting boat must immediately fly a red flag and hail "Protest". Rule 61.1(a)(1) does say that "if the other
boat is beyond hailing distance, the protesting boat need not hail but she shall inform the other boat at her first
reasonable opportunity. " NOTE 2: The boats who saw the other boat miss the mark do have one other
recourse. They could approach the skipper of the offending boat and let him know that they feel he/she missed
the mark, thus breaking Rule 28.1 (Sailing the Course). If the offending boat realizes it missed a mark, one
would hope that it would follow the Basic Principle of Sportsmanship and gracefully retire from the race.
ONE DAY AWAY . . .
(This is a newer section with inputs from anyone who has ideas on cruising sites “one day a way”)
YORK RIVER
RIVERWALK LANDING AND SARAH CREEK
Just 25 NM from Willoughby Bay are two great destinations, one at either end of the Coleman Bridge
across the York River; Riverwalk Landing and Sarah Creek. Riverwalk Landing is a county owned
marina with floating docks built out into the York River; these double as a breakwater for the newly
renovated Riverwalk area. Both the Yorktown Battlefield and the historical section of Yorktown are
just short walks from the landing. Along the waterfront are small beaches, ideal for young folks to
play in, and a series of restaurants and shops, including an ice cream shop, for the rest of the family.
Sarah Creek is home to the York River Yacht Haven and its associated restaurant and full-service
facilities. If you are more inclined to an evening at anchor away from it all, just proceed up into Sarah
Creek another turn or so past the marina and you will have dropped back in time into another
generation. Sarah Creek is also one of the region’s better “hurricane holes”.
After you clear the Willoughby Channel markers, head north on a course of about 034 degrees
magnetic for 9 NM until you get to the intersection of markers for the Back River channel. From there
you can follow the fishing channel markers around to the North West until you reach the York River
channel markers. You can cut the corner a bit if you keep an eye on your depth sounder as you head
up this way; however, be sure to leave the Tue Marshes light to port as you round into the York River.
After passing the Tue Marsh light a course of 280 degrees should have you aiming at the center span
of the Coleman Bridge. If you aim at the south end of the bridge you will arrive at Riverwalk Landing,
and if you aim toward the north end of the bridge you will get to the channel markers, starting with a
15 ft. 4 sec. flashing red “2”, leading you into Sarah Creek.
At Riverwalk Landing hail the Harbormaster, or call ahead to 757-890-3370, and he and his
crew will lead you into the best side of the docks for arrival and departure, depending on the
anticipated currents; there is a good 2 to 3 knot current under the docks here at both ebb and flood.
Follow the markers #2 through #9 into Sarah Creek and you will find 12 to 14 foot of water all
the way in to the marina. If you are heading on up Sarah Creek to the northeast to anchor, remember
to mind the bends of the channel which may require you to meander from side to side to stay in the
deeper part of the channel around the points. There is ample water well up the creek, about 6 feet or so
at low tide, and you will find a number of quiet anchorages along the way with plenty of room to
swing.
With the anchorages in Sarah Creek just a 2 NM run from Riverwalk Landing, you can spend
a pleasant day at Yorktown exploring and then motor over to anchor overnight in the creek. Call up
the York River Yacht Haven, 804-642-2156, for reservations for supper at River’s Inn Restaurant and
Crab Deck and you will have made a complete weekend of it.
NAUTICAL “HISTORY”…
Here is something humorous Kathy Barber came across and wished to share…
When Homer, Odysseus and crowd went off sailing and something broke they weren't near West
Marine... so they had alternative ways
to get things done.... (and the freight charges weren't outrageous...)
The Right One to Pray To...
IT WAS THE WELSH POET George Herbert (1593 – 1633) who said: "He that will learne to pray,
let him goe to Sea." (I know that for sure because I just looked it up.) And Herbert was right, of
course, as anyone knows who has been badly frightened in a storm at sea.
But what our savvy Welsh friend doesn’t reveal is probably the most important part: To whom do you
pray?
A couple of thousand years ago it was easy. They had gods for every occasion then, so you could go
straight to the guy in charge and get things sorted out. Things have certainly changed in 2,000 years,
but some of us sailors who carefully avoid walking under ladders or setting sail on Fridays still hanker
after a personal and positive connection with the powers that be.
So here’s a handy list you might want to post up in your panic station on board. It details [1] the stuff
likely to cause you trouble, and [2] who to pray to.
[1] The engine, gearbox, driveshaft, propeller, galley stove, rudder fittings, anchors, chain, and
standing rigging.
[2] Hephaistos, the god of fire. He was also known as Vulcan, a superb blacksmith and craftsman.
Wonderful with anything metal.
[1] Storms, calms, sails, and self-steering vanes.
[2] Aeolus, god of the winds.
[1] Big waves, choppy seas, adverse currents, and leaks your bilge pump can’t deal with.
[2] Poseidon, god of the sea. Also known as Neptune. (Always try both names just in case.)
[1] The head, the holding tank, the Porta-Potti and the connecting lines.
[2] Cloacina, goddess of sewers. Yes, I’m not making this up. She’s the one they used back then and I
bet she’s still holding her nose.
[1] Consistently losing yacht races.
[2] Nike, the goddess of victory. Buy her shoes and all will come right.
[1] Boredom and excessive sobriety.
[2] Dionysus, the god of inspiration, ecstasy, and wine. (Especially wine, but OK with beer, too, if
plentiful enough.) Also known as Bacchus.
[1] Mayhem in general.
[2] Zeus. He is the god of gods. The boss. Ignore him at your peril. But he hates being disturbed for
petty problems, so always try the other gods first.
Finally, if it comes to the worst, it might come in useful for you to know that the ruler of the
Underworld is called Hades. I understand he meets a lot of sailors.
__._,_.___
REPAIR EFFORTS:
RUDDER POST FUN
John Bouma
Back in 2003 I decided I'd shift from sail to power, and upgraded from a C&C
38 to the current Come Monday. It wasn't long until I missed sailing, and wound up
buying a 28 foot sailboat from one of the other marina patrons.
We loved the boat - and did a LOT of work on it - including new sails, and beefing
up the top of the rudder post. It so happens that although the boat was very well
built, the manufacturers seemed to overlook the stresses at the top of the rudder
post.
If you haven't thought about it before, think about the lateral forces on a large
spade rudder as a wave washes across the beam of a boat. The forces are HUGE, and
it requires a strong fitting at both the top and bottom of the rudder post.
It wasn't long after buying the boat that I detected movement at the top of the
rudder post, so decided to take a look. I found the bolts holding the upper
bearing were loose. Aha .... an easy fix I thought. I figured I could tighten the
bolts and call it a wrap. Not so fast - on inspection it took more than that.
I found that since the bolts had been loose for an undetermined time, the holes
had been elongated, so merely tightening them wasn't enough. In addition, there
were slight cracks in the fiberglass at the top fitting, so what I needed was a
good backing plate for the upper bearing.
Once refurbished with a stout backing plate (3/4 inch oak), and with everything
tightened on the upper end, I never had another problem.
About a year later the boat changed hands, with Darryl and Diana Hughes being the
next (and current) owners.
During the annual cruise to Mobjack Bay, Darryl and Diana arrived in Mobjack Bay
talking about movement in the top bearing of the rudder, and a banging in the
wheel.
time.
I groaned, knowing the RIGHT fix wasn't going to be as trivial as last
Inspection up in Mobjack Bay revealed the top of the rudder was moving again, but
this time it was moving enough there was slack in the quadrant, causing the
sprocket at the top of the pedestal to skip a tooth as enough force was applied on
the wheel. We also discovered that the backing plate had split, with half of it
now missing in the bilge. Essentially there was nothing holding the upper bearing
of the rudder post in place.
We collectively got things tightened, hoping for light winds for the trip back,
with plans to take a look at it when the group returned to the marina.
As is often the case, the weather wasn't what was forecast, and Diana / Darryl
were seeing 15 kt winds on the way back, with waves on the beam, further stressing
an already loose rudder post - and hoping things would last until they got to the
marina.
OK .... It was time to make a permanent repair. Myself and Roy Berry were talking
about the issue over a beer, and we decided that the original fiberglass wasn't
strong enough to serve as the basis for upper bearing, and that we needed a larger
surface to bear the load. All forces on the rudder were being absorbed by 3 bolts
going through a relatively thin piece of fiberglass.
We hatched a plan that included removing the gel coat at the top of the rudder
post, filling in all of the holes in the fiberglass (to get a fresh bedplate),
then manufacturing a metal piece that would not only replace the upper bearing,
but also spread the load.
Our plan was to also build a better (metal) backing plate below decks that would
further distribute the load on the upper bearing. The plan was to fiberglass all
of it to the existing upper bearing, ensuring load was better supported.
Roy started with the fiberglass work, filling the existing crack and holes while I
played the role of scavenger at the machine shops, looking for a piece of 1/4 inch
aluminum that we could use to fabricate an upper bearing surface. The jig saw,
belt sander, and hole saw were perfect for making an upper brace that fit
perfectly into the area surrounding the upper bearing.
It was not possible to lower the rudder post for the work, so the problem became
one of how to do a lot of fiberglass work without getting any on the rudder post,
yet maintain close tolerances as we forced the quadrant back into position. The
solution was to use a (very) thin piece of Teflon sheet which we wrapped around
the rudder post. The rudder post was then held in place (aft) with a couple of
come-alongs, while we did the fiberglass work and fashioned the piece of aluminum
which would serve as the brace for the upper bearing. The intention was to cut the
Teflon on both the top and bottom once we finished, providing additional bearing
surface, while ensuring close tolerances.
We knew that merely bolting the components into place using the existing 3 bolts
wouldn't fix anything since all of the force would still be placed on the same 3
bolts. Our solution was to fiberglass the metal brackets (top and
bottom) into the deck, to further spread the load of the forces on the rudder
post. The next picture shows the top of the rudder post (not raised into
position) as it looked before final assembly. If you look carefully, you can see
the Teflon 'bearing' surrounding the rudder post.
We then reinstalled the original Teflon bearing, and the support ring, and
tightened everything down. The rudder is still dropped from its normal position
in this picture. Notice that in the original configuration, all of the forces were
borne by those 3 bolts in the original ring at the top of the rudder.
The final picture shows the upper fitting (for the emergency tiller) attached to
the top of the rudder post (raised into the normal position).
From this point it only required cleanup, and Voila! - the upper bearing of the
rudder post is much stronger than it was originally, and Diana / Darryl can relax
knowing it's capable of withstanding more than the boat will
(hopefully) ever see.
DULL CRUISING NOTES:
Trip Planning; Continued
Tracks and Waypoints
Armed with the points of travel which you have from the earlier trip planning, sit down with
your charts or chart books and plot the tracks and resultant waypoints necessary for a safe voyage up
the Bay and the following return. Do not just punch the points into your GPS. In choosing some of the
waypoints clear of shoal waters, you will find that many can be used heading both north and south on
the Bay. A few that I have used consistently heading up the Bay include: a waypoint at the
intersection of day markers just outside the Back River channel; then Wolf Trap Light; Windmill
Point Light, Smith Point Light, Point No Point Light; Cedar Point; then Hog Island Light will get you
up the Bay to the Solomons. For crossing the Bay from the Deltaville / Fleets Bay area to Crisfield, I
usually use a waypoint just to the south of Tangier Island Light, then head up Tangier Sound toward
Jane’s Island Lt, just outside the channel to Crisfield. I have also plotted a waypoint on the red side of
the middle of the North Channel into Willoughby Bay as both the jump off point and end point to my
trips.
You can do this plotting either all ahead of time, or the evening before each leg of your trip. In
any case, you need to do the plotting and the waypoint transfer to your GPS unit no later than the
evening before each segment; it is way too confusing to try to do this the morning of a long leg up or
down the Bay. Do not plot the exact position of, say, Wolf Trap Light, into your GPS as a waypoint;
you will hit the light house. Always check that the track between each waypoint is clear of shoal
waters on the chart before making a route out of them in your GPS unit. The unit does not care that
there is land between Windmill Point off Fleets Bay and Jane’s Island in Tangier Sound, and will
happily give you courses to steer right into the mud of Tangier Island. At least it’s mud.
Mark the magnetic course on each leg drawn on your chart. This will provide a good check of
the courses your GPS recommends as you go from one waypoint to the next on your trip. It is very
easy to punch in a 5 instead of a 6 as you are interring the data for latitudes and longitudes of the
waypoints. Or you can mix up the waypoints as you build the day’s route in the GPS unit; in either
case you may end up with a dangerous course recommendation from the GPS or at least be sent well
off track before you figure out there is a problem. You may also want to check that your track across
the chart does not go through a restricted Navy bombing range like the one off of Patuxent River, or
be ready to be chased off it at a right angle to your intended course when they decide to use it for
practice.
It is very useful to include your family and or crew in this evening route planning; the kids will
enjoy it, and your crew will know where you are heading and how you are planning to get there. They
can also provide another set of eyes for chart checks and know what point to expect to sail toward as
you clear each waypoint on your way up or down the Bay the next day.
Last Day
The final item in trip planning is to plan to head back from your most distant point such that
you have a spare day left at the end of the trip. This is just in case the wind and weather prove
contrary and hold you back for a day. Then, when that day was not required for gear or weather
delays, if I picked a close by port to stop in the day before I had to return, I always found that spare
day made for a good period to clean up the boat and stow the gear before I pulled in to home port the
last day.
That way, you can be tying up and handing your gear off early the last morning, and not be
trying to simultaneously clean up and get gear off the boat in the heat at the end of the day. I found
Salt Ponds is a great place to end up on that next to last day, as you can either tie up or anchor out,
there is a fuel dock on the Salt Pond Marina side, a pump out station on the Southall Landing Marina
side, and a local restaurant and bar, The Beacon, at the Salt Ponds Marina, for that last night out for
the cook’s treat. The Hampton City Dock up the Hampton River works equally well with similar
facilities close to hand. Salt Ponds also cuts about an hour off that last leg down the Bay if you tuck in
there instead of continuing into to Hampton Roads.
Summary
I hope to see many of you out there, particularly in the fall when I am out crisscrossing the
Chesapeake Bay in September and October. As I was putting this planning phase together, I started to
include a larger section on cruising with kids. However, as my wife and I began reminiscing about the
things we had done with our children during our family cruises, I found I could easily make a whole
chapter just for that purpose. That I will do in the last section of Cruising Notes.
Tim Dull
SV DART
Next issue I will conclude with part IV on Cruising with Kids.
NNSA Officers
Commodore
Dick McCrillis
Dick.McCrillis@norfolknavalsailing.org
Vice-Commodore
Kent Mack
kent.mack@norfolknavalsailing.org
Racing Credits
Race Chairman - Kathy Barber.
254-3175
Rear Commodore-Norfolk
John Bouma
john.bouma@norfolknavalsailing.org
Rear Commodore-L-Creek
Mike Brannon
mike.brannon@norfolknavalsailing.org
Treasurer
Jason Ginsberg
jason.ginsberg@norfolknavalsailing.org
Secretary
Kent Mack
kent.mack@norfolknavalsailing.org
Cruising Captain
John Peterson
548-9376 wk 836-5116
john.peterson@norfolknavalsailing.org
Racing Commodore/PHRF
Kathy Barber
kathy.barber@norfolknavalsailing.org
Material/OPCYC Liaison
Mike Barber
mike.barber@norfolknavalsailing.org
254-3174
Hospitality
Patricia Hazard
pat.hazard@norfolknavalsailing.org
Baggy Wrinkle Editor
Tim Dull
tim.dull@norfolknavalsailing.org
254-3174
NNSA Webmaster
John Peterson
548-9376 wk 836-5116
john.peterson@norfolknavalsailing.org
Club Historian
Fred Wright
572-5479
Youth Activities Coordinator
Sally Berry
471-3883
mailto:commodore@norfolknavalsailing.org
CRUISING NEWS …
From the Cruising Commodore:
Pictures from the Mobjack Raft Up are posted on the web page.
What a trip. Wally Sheid NNSA Commodore Emeritus from 1970
and an NNSA original plank holder came by to visit. He lives in
Cobb’s Creek near Deltaville, is a WWII frogman, and races his
Catalina 30 every week, at 90 years old! (I can only hope!) We
also got a tour of Zimmerman’s Boat yard across the river from
Roy’s where they hand craft beautiful sailboats and trawlers. They
actually invite you in to walk around and ask questions. See their
sign in the pictures. Winds were awesome. Everyone went up in a
single tack. Monday, forecasted winds of East at 5 were blowing
at 15-20 from the SE. So we were at a close haul with a couple of
tacks until rounding Poquoson Flats and we were making 8.2
Knots Speed Over Ground!
Thanks to Roy and Irene for sharing their dock and home. It was a
very memorable weekend.
John Peterson