World Cruising: New Zealand’s Unknown Isle. Discovering rugged yet laid-back Stewart Island by Katie Thomsen. Sailing Smart – Atoll Cruising 101: The Tuamotus. How to safely negotiate atolls of the South Pacific by Nadine Slavinski. Classic Passage: Bermuda to Newport – The Long, Fast Way. An end run was the best route home for Waianiwa and her crew by George Day. Safety at Sea Special Section: Safety Electronics for Offshore Sailing What features make the newest safety gear right for you? by Daniel Collins. Night Moves: Crew tips for completing safe passages at night by Andrew Cross. Crew Overboard: A sailor’s guide to new overboard gear by Andrew Cross. Your Cruising Medical Kit: Well stocked first aid and medical kits are essential for safe, healthy cruising by Denny Emory. Boatswain’s Locker: A Sole with Soul. Fitting a new cabin sole takes time and careful planning by Pete Dubler. Weather Routing Software: The good, the bad and the ugly truth of it all by Bill Biewenga. eBooks Onboard: Love them now, or love them later by David Burch.

You get to this level of competence through experience and by a commitment to the Three Ps. Here they are:

Planning: In order to learn the skills you need and to equip your boat and crew with the knowledge and equipment they need to remain safe at sea, you should first and foremost anticipate what could go wrong. The range of safety related events that you should consider runs from a minor stubbed toe that might get infected to a broken stay to a ripped sail to a person-overboard to a compromised hull. “What could go wrong?” is the question you have to apply to every aspect of your boat, its equipment and to its sailing regimen. In each case, a plan needs to be developed to deal with the anticipated problem.

Preparation: From the plans you draw up to deal with emergencies and safety related events at sea flows the lists of preparations that need to be made. You need to think about three levels of preparation: yourself, your crew and the boat and its gear. The first two involve knowledge, skills and procedures. The third involves having the right gear aboard to fix the problems that arise. It is during the preparations phase of getting a boat ready for seafaring that you evolve into a self-reliant sailor as you and your crew acquire the knowledge and skills you need to develop the procedures you will use to solve problems and meet emergencies successfully.

Preparing the boat with the right gear takes all of your planning and distills it into two lists, the gear you need and the gear you want. If budget is an issue, and when isn’t it?, then acquire the need-to-have gear first and then start chipping away at the want-to-have list.

Practice: As you go through the planning and preparation phases of getting ready to go to sea, you will have gone through just about every aspect of your boat and your sailing life. But having thought things through in depth and then bought and installed the gear that you need does not make you competent and self-reliant. You only get to competency through trial, error and experience. That means you have to practice the procedures you have put in place to deal with safety issues and emergencies—everything from man-overboard to a galley fire to a failed steering system.

Practice, practice, practice. You may not get to Carnegie Hall, but you will become a better, safer and more competent sailor and skipper. And that will make you a pleasure to sail with anywhere, anytime.

The New Lagoons Arrive –

On the Tuesday following this winter’s Strictly Sail Miami boat show, the two Lagoons that debuted at the show were cut loose from the docks so we could get a chance to sail the innovative new designs from the world’s leading builder of cruising cats.

Despite the ongoing recession in new boat sales worldwide, Lagoon—like its sister companies in Groupe Beneteau—has made a commitment to introducing new models that steadily advance the way we think about catamaran cruising. Renowned French multihull designers VPLP have designed the new boats so the hulls, which are roomy, have good fast shapes that allow them to sail well.

NEW THOUGHTS ABOUT CATS
Probably the biggest change in the new Lagoons is the rigs. You can see in the photographs that VPLP has moved the mast well aft instead of placing it right on top of the forward main bulkhead. By reducing the mainsail in size and increasing the size of the genoa, the designers have made the boats easier to sail with the same or better performance.

To give the new designs a unique look that enhances the brand, a look that is both familiar and thoroughly new, Lagoon turned to famed French designer Patrick le Quement who made his name in automobile styling and is on the board of The Sustainable Design School.

The look le Quement delivered is certainly all Lagoon, but with a modernist twist. The three signature elements of the new design are, first, the integral cockpit hardtop that flows seamlessly into the line of the cabin top. Second are the plumb bows that give the new boats a jaunty, purposeful look while extending the waterlines for added speed. And, third, is the distinctive bevel that has been built into the bows and hull deck connection; this detail reduces the height of the hulls and smooths out the look from the side.

Because of the change to the rig and to make sure the boats are as safe as possible, Lagoon had to come up with a way to support the mast on top of the bridgedeck instead of at the forward bulkhead. The solution was to create a massive structural grid in the bridgedeck with a large fiberglass girder running from the aft to the forward main bulkheads that is in turn secured to the hulls on both sides with lateral stringers.

Reports from the crew that sailed the 52 across the Atlantic from France to Miami are that they have never sailed a stiffer catamaran, even in big ocean waves.

SAILING THE 39
We picked up the 39 in Miami’s Government Cut and motorsailed out into the open ocean where we hoisted the small main and rolled out the genoa. The wind had been piping all morning but by the time we got out there it had moderated to 15 knots and the lumpy seas were calming down. It was one of those perfect Miami days with warm sun, a good breeze and puffy trade wind clouds. And, to the west, the loom of possible thunderstorms gathered over the Everglades.

The 39’s raised steering station on the starboard side of the cockpit has a comfortable double seat and offers good visibility forward. All sheets and control lines are led to the helm through clutches and are trimmed using an electric winch. With this set up, the 39 is very easy for one person to sail. That’s what we did. While the crew ate lunch, we hoisted the mainsail, rolled out the genoa and took off for a lovely sail along Miami Beach.

The 39 sails upwind best at about 50 degrees off the true wind and makes a slight touch of leeway when close hauled. But, it likes to sail quickly so we were seeing steady sevens on the GPS as we rode easily through the swells and chop. Throwing the cat through a few tacks, we confirmed that 50 degrees is indeed the right angle upwind and that she will tack sensibly through 100 degrees. I was able to tack her myself as the jib was self tacking. On our way back toward the cut and Miami Beach Marina, we eased sheets and felt the 39 really pick up speed yet she was incredibly easy for a single person to manage. We brought her into the marina and easily docked her using the twin engines. You can just about make a cruising cat crab sideways up to a dock or spin in its own length while maneuvering in tight quarters. The 39 was no exception.

The new 39 was designed to fit into the Lagoon line between the 380 and 4000S2. Almost 700 380s have been built, making it one of the most popular cruising cats in the world. The 39, with the company’s new design thinking and its position in a sweet spot in the market, should become as popular as the previous model.

The 39 has four layout options. The two cabin owner’s version can be built as either the standard model or upgraded to a very well equipped Premium version. You can have the boat built with three sleeping cabins for families with children. Or, if you sail with lots of friends or want to put the boat into charter you can have a four cabin version.

The 39 is a very comfortable boat and offers a lot of amenities for its size. There is an outside table in the cockpit that will seat six and a table in the saloon that will also seat six. The galley to port faces aft and has a large opening window so those preparing meals can still chat with those in the cockpit and drinks and plates can be passed back and forth with ease. The nav station is also to port and faces sideways; visibility from here is excellent so this will be a good place for standing night watches. The boat is finished with a light colored, attractive Alpi wood veneer, white ceilings and molding and light colored fabrics. With the huge windows in the saloon and large square windows in the cabins, the 39 is filled with natural light and effuses warmth and hominess. A couple or a family of three or four could very happily cruise the Lagoon 39 for days and weeks on end.

FLYING THE 52
The sun was getting a bit low when we got the Lagoon 52 away from the marina docks and headed out the cut toward the open sea. Compared to the 39, the 52 felt vast yet was similar to the little sister in many ways. The bigger boat has the same rig with the mast placed quite far aft and the headsail set up to be self tacking. Still, the mainsail was large and required serious effort from the electric winch to get it hoisted and quite a lot of thumb pressure on t

APRIL 2013 ISSUE OF BLUE WATER SAILING.

World Cruising; Bountiful Bonaire. Spend hurricane season soaking in Bonaire’s laid back beauty by Diane Gorch. Classic Passage; Newport to Annapolis. Traversing the inside route between two great sailing cities by Skip Pond. Cruising Life; Searching for Birds. Circumnavigators savor the pleasures of birding on the Chesapeake Bay by Ellen Massey Leonard. SPECIAL Fitting Out; Lessons Learned After 160,000 Miles by John Neal. Mast Hysteria by Andrew Cross. Live It, Learn It by Andrew Cross.  Marlinspike Madness by Andrew Cross. Bottom Paint. Blue Water Boats; S&S 30. This Olin Stephens design from 1935, updated by the S&S team, is one of the sweetest little cruisers ever built. From Here to There and Home Again. Having a compass onboard by Bill Biewenga. Spring Cleaning for Your Electronics by Daniel CollinsFront.

Our boat is on the hard in a nearby boatyard and iglooed in a white plastic dome of shrink wrap so we can work aboard in relative protection from the elements. Cruising boats always look like beached whales when out of the water, awkward, unnatural and strangely still.

Even though the boatyard is as quiet as a graveyard in winter, there is a well beaten track to our boat. After taking her south to the Bahamas last winter and sailing her some 8,000 miles since we bought her a couple of years ago, this winter was her time for a complete going over and refit. She is 14 years old and her systems need care.

So, we took her apart from the masthead to the bottom of the bilge. Literally, every piece of furniture, every sail, every length of standing and running rigging, every electrical or plumbing connection has been unscrewed, unbolted, unfolded and unlinked so we could check and repair whatever was not quite right. I have to admit that our boat partner Tony Knowles, who is a highly respected marine surveyor, was the impetus for most of this disassembly and refit. He knows what can go wrong and wants us all to be on the right side of that.

We have seen and cleaned corners of the bilge that sunlight has not reached since the boat was first launched. We have checked and tested all of the standing rigging’s end fittings and turnbuckles. We have put the meter onto the electrical circuits and checked and cleaned connections throughout the boat.

Plus, as we have taken everything apart we have been able to revarnish the floorboards, and pieces of furniture that were showing signs of age and wear. The old girl will be like new when we launch her in the spring.

The refit accomplishes a number of things. First of all, it puts to right any pieces of the whole boat that needed repair and upgrading. That just makes her more seaworthy and reliable. Second, it allows us to take a full inventory of how everything aboard works and where all the pieces fit together and what spare parts we need to carry with us.

Lastly, and most importantly, taking the boat apart and putting her back together again has added greatly to our knowledge of how the boat works and how each system works on its own and in harmony with the other systems aboard. Modern cruising boats are full of complex gear and equipment. If you don’t know how they work, you can never be self reliant enough to solve problems and make repairs when they are needed.

So, topping up our knowledge and expertise are the real refits that we are going through this winter as we pore through the manuals, run diagnostics and get our hands dirty. The boat will be launched in top working order and we, as her skippers and chief maintenance officers, will have a deeper and more thorough knowledge of all of the systems that make her tick. And that just makes us better and safer sailors.

That’s a good thing since her next voyage will take her offshore in the fall for a winter in the Caribbean. Looking out the window at the snow today, that cruise can’t come soon enough.

S & S 30 •

For those who may have forgotten, Olin Stephens was the Twentieth Century’s resident genius of yacht design, our own nautical Da Vinci. In every aspect of the sailing game from dinghies like the Lightning to offshore racers like Finisterre to America’s Cup defenders, Stephens created fast boats that were always a step ahead of their time.

Some years ago, when asked which of his designs he would like to see brought back and renewed, Stephens immediately suggested design number 97, a 30 foot racer-cruiser named Babe. Designed and build in 1935, Babe was a noted performer in coastal and offshore races—yes, regular people used to race 30 footers offshore. And, she was an able, compact coastal cruiser for a couple or small family.

The new boat, which is the brain child of yacht dealer and broker Glenn Walters, founder of Bluenose Yacht Sales, takes the pretty lines of the original design, including the thoroughly modern plumb bow and square transom, both of which look current by today’s standards, and marries them to a new underwater profile that includes a shallow hull form, bulbed fin keel and spade rudder. Plus, with a high-tech, cored hull, the 30 is both light and very stiff.

Up top, the 30 has been given an aggressive rig with a tall, full roach, slab reefing mainsail and a 100-percent self tacking, roller furling jib. A Selden top-down furler is used for the asymmetrical spinnaker.

The result is a new boat that is truly the best of both worlds. The hull looks sweet and right, like most of Stephens’ designs. The rig has the horsepower to make the boat sprightly to sail and competitive around the buoys. And, the interior is large enough for a family of four to enjoy a weekend cruise.

SAIL TRIAL
We met up with Glenn Walters in Miami after the Strictly Sail Miami show and had the chance to take a brief sail in the flat waters of Government Cut. We motored from the Miami Beach Marina, with the little 14-horsepower diesel and saildrive shunting us along easily and, once in the channel, hoisted the mainsail and rolled out the jib.

With the engine switched off and a fair breeze blowing into the cut, the 30 reacted immediately to the press of sail. The 30 is quite narrow by modern standards, similar in some ways to the modern fleet of J Boats, so the hull is very easily driven. We sheeted in the main, trimmed the self tacking jib and away we sailed, carving a course very close to the wind.

If you haven’t sailed a boat with a tiller in a while, we have to say that this is how a little thoroughbred should be steered. With the wind puffing and gusting between the condo towers, the tiller gave an immediate and visceral feel for how the boat was performing and allowed us to feel the puffs and steer up and through them without having to think about it.

We threw the 30 through a few tacks and noted that she was able to hold happily at about 40 degrees from the true wind and tacked through about 80 degrees. The self tacking jib makes tacking effortless. The mainsail is rigged with a four-part tackle that gives you plenty of mechanical advantage and it has a fine-tuning tackle that lets you trim in minute detail. The traveler runs across the cockpit so you can power the big mainsail up and down as the breeze dictates.

We didn’t get a chance to sail with the spinnaker flying, but we did sail next to the 30 when it had the chute up and noted with pleasure that the boat is very quick and lively. And, with two people aboard, the spinnaker with the top down furler is a cinch to fly.

There are some other good boats in this category, such as the Morris 29, Alerion 28 or the J/100 and each has its own characteristics. When it comes to pure sailing, the new S&S 30, with its long waterline and slippery hull form, will certainly hold its own with all of these and in the right hands will be a winner around a race course or in point to point events. After all, Babe won the 184-mile Miami to Nassau Race in 1936 and 1937, the same years another pint-sized thoroughbred, Seabiscuit, won his first races.

CREATURE COMFORTS
The S&S 30 has a large, comfortable cockpit. In the days when the first Babe was drawn, her owners would have said, “she drinks eight, eats six and sleeps four.”

The cabin house is low and fits neatly onto the hull, yet it offers a surprising amount of space and headroom below decks. The cabin has bench settees on both sides and a small galley forward with a stainless steel sink and room for a portable cook stove.

The head is enclosed in its own compartment for a modicum of privacy and forward there is a large V-berth. The hull is lined with a fiberglass ceiling that looks like old fashioned planking. There are cabinets and small storage lockers for essential gear and clothing and tanks for water, fuel and waste water.

With bunks for four people, you could certainly take the S&S cruising and would have a fine time exploring your nearby coastlines, coves and harbors. And, for longer runs, you could even store your small inflatable dinghy on the afterdeck.

A pretty and sweet sailing newcomer in the daysailer and weekender fleet, the S&S 30 is easy on the eye, fun to sail and capable of taking you around the buoys or around the islands in real style at a price that won’t make your banker hiccup.

S&S 30
LOA 30’6”
LWL 27’6”
Beam 8’3”
Draft 5’6”
Displ. 5,640 lbs.
Water 12 gals.
Fuel 13 gals.
Waste 6 gals.
Sail area 462 sq, ft.

Bluenose Yachts Sales
Newport, RI and South Portland, ME
Ph: (877) 695-6538
www.bluenoseyachts.com

I had been editorial director of Cruising World magazine for most of the decade before we took off sailing and had always thought there was a niche in the sailing market for a publication that opened the doors to extended sailing and cruising in a straight forward, informative and modern way. So, we took the leap. In 1996, we launched BWS as a 16-page, two-color newsletter with three holes down the side so you could keep them in a binder.

The response to our first direct mail efforts was surprisingly positive and the circulation grew rapidly. We knew we had found a large and avid group of passionate sailors who wanted and needed honest information about boats, gear and the seamanship skills you really need to make your cruising dreams come true. Our goal was, and still is, to be the real deal for offshore sailors—not just about sipping rum drinks with parasols and talking like a pirate.

We’ve stuck to that mission. Along the way, the circulation grew until our friends in the sailing marketplace approached us to advertise. They wanted, rightly, to talk to you, the people with the passion and commitment to cruise offshore quality boats with offshore quality gear. So, we took the leap, converted BWS into a glossy magazine and started taking ads. We certainly heard about it from our loyal readers, which is why we do our best everyday to walk the tightrope between your interests and those of our advertisers.

Now, all these years later as we bring you our 200th edition of Blue Water Sailing, we are still publishing a magazine that combines the dream of living the cruising life with the practical, useful and proven ways to make that dream a reality. We are still Rosie and George—with our indispensible art director Sandy Parks, our amazing sales team Tom and Catherine Casey and Scott Akerman and able new editor Andrew Cross—and we’re still the passionate sailors and cruisers we’ve always been. We are also the proud co-owners of a modern 45-foot sloop in which we have sailed some 8,000 miles in the last two years.

We also have an extraordinary reservoir of experience that informs every article and issue of the magazine. Our long time contributors and seminar experts John and Amanda Neal have sailed nearly 600,000 miles offshore; regular columnist Bill Biewenga stopped counting his offshore miles at 400,000; columnist David Burch has over 70,000 blue water miles; our own Scott Akerman has 100,000 miles under his keel; and, our new associate editor Andrew Cross, who lives aboard his boat in Seattle, has more than 15,000 miles in his wake.

With every issue of BWS, our combined experience leads the way and gives the magazine its authority and long-term value for you. We share your passion. We speak your language and we enjoy sharing what we have learned along the way. But, BWS is your magazine too, and we encourage you to share your yarns, experiences and expertise so we can publish them for the cruising community.

Like any voyage, getting to the 200th issue of BWS has seen every type of weather. We have sailed through it all and are looking forward to another 200 issues ahead. I hope you will continue to sail with us.

Hunter 40 •

Last year, when Hunter filed Chapter 11 bankruptcy and was subsequently purchased by Marlow Acquisitions, LLC, it was hard to see what direction the new company would be headed. The big question within the industry was will this be a Hunter of the past or will the new owner, who builds cruising trawlers in China, take the company in a different direction? With that in mind, I arrived to test sail the new Hunter 40 in Annapolis, Maryland, and came away with a positive understanding of what Marlow-Hunter, LLC, has on the horizon.

Having sailed quite a few brand new Hunters over the years—ranging from the 36 to the 50 and most recently the newest Hunter 39—I thought I knew what to expect before meeting up with Steve Pettengill to give the newly minted Hunter 40 a test drive. I was wrong.

Walking up to the boat, I could clearly tell this wasn’t a Hunter of old, as a host of new features caught my eye before stepping aboard: hard chines, razor sharp cabin windows, a hard Targa top, a fold-down swim platform and a beautiful blue hull with contrasting tan decks. This boat looked like a Hunter, but with a whole new attitude. Clearly, the fresh look is not only a celebration of Hunter’s 40th year of boat building, but a sign of the direction the new company is headed.

Steve and I chatted about the design and evolution of the 40 as we motored our way through anchored boats and out of Back Creek. From our conversation, I got a sense that Hunter and their designers, chiefly Glenn Henderson, are making a concerted effort to breathe new life into their products. To achieve that goal, they are taking what they’ve learned in 40 years of boat building and design and incorporating recent industry trends to make a cruising boat that is fun to sail, easy to use and forgiving at sea, without breaking the bank.

SAILING TRIALS
Once we cleared the channel, Steve passed me the helm and I took us up into a stiff northeasterly breeze to roll out the main. The control lines, led from the deck-stepped Selden mast and in-mast furling mainsail, run neatly back to the cockpit, which allowed Steve to make quick work of rolling out the vertically battened Doyle mainsail. When the loose-foot was trimmed tight, I fell off the wind to get the main drawing and shut down the 40 horsepower Yanmar diesel. We then rolled out the 110-percent jib and, as Steve trimmed for a close-hauled course, the 40 gently healed and accelerated.

With the wind at a steady 18 knots and gusting to 25, I wanted to see how this blue beauty handled going to weather and positioned myself to leeward at the starboard helm for a clear view of the tell tales. This was one of the first test sails on the boat, so Steve spent time tweaking leech lines on both sails before settling into one of the stern seats to enjoy the ride.

I rarely expect in-mast furling mainsails to perform well in the wind range we had, so I was surprised as we clipped upwind at an easy 7 knots at 45 degrees off the wind. The boat pushed hard, yet forgivingly, to weather and I could tell the hard-chines gave the 40 a little more stability than her predecessors.

We decided to throw in a couple tacks and as the bow moved through the wind it was easy for the two of us to get the jib trimmed in a timely manner. The cockpit of the 40 is similar to Hunters of recent past, sporting a stainless steel arch with a redundant mainsheet, which gives crew the ability to trim from the helm or at an electric winch to starboard of the companionway. The jib sheets are led aft to well-placed winches near the helms and halyard and control lines are conveniently located within arms reach under the dodger, all making for seamless line handling.

Like all newer Hunters, the 40 has a B&R rig with swept-back spreaders that eliminates the need for a backstay and allows for a high-roach, full battened mainsail if the buyer opts to go with a standard main. In the breeze we had, I felt that any extra mainsail area would have given us just a tad too much weather helm, but a single reef would have kept the rail out of the water.

After tacking upwind, I wanted to fall off onto a reach and Steve obliged by trimming the sails as needed. On a beam reach, we effortlessly hit the boat’s hull speed of 8 knots and I hooted-and-hollered as we got close to 9. When broad reaching, the 40 had a nice feel to it and we settled in before putting the boat through a few jibes. Once again, sail handling was smooth and I enjoyed how the arch configuration kept the mainsheet and boom well above the heads of the crew, especially in the moderate to heavy wind.

Though it may have been the last thing we wanted to do given the breeze, we reached towards Back Creek to test the new Spade anchor hanging on the bow roller. After rolling the sails up just as easily as they came out, we turned into the wind, stopped the boat and dropped the anchor over the bow. As the wind blew us down, we rolled out the anchor and chain, which made a quick and abrupt grab that snapped the bow back up into the wind. We don’t often anchor on test sails and I was happy with both the Spade anchor and Lewmar windlass in releasing and retrieving our ground tackle.

When the hook was firmly set, we tested out the fold down transom, which is a first for Hunter. The platform size is generous and Hunter has creatively designed a ladder that is swimmer friendly and stows away smartly. The platform itself was easy to deploy and retrieve and is a perfect height to swim from or to load and unload from a dinghy.

I was still at the helm as we entered Back Creek and I wanted to see what the boat could do under power. With the 40 horse power Yanmar and saildrive, I powered up and we quickly hit 7 knots of boat speed. After whipping by anchored boats at a good clip, I slowed down to see how well the boat would back-and-fill in a tight space without a bow thruster. Much to the chagrin of the occupants on nearby anchored boats, I spun the 40 around like a ballerina in nearly her own length, then zigged-and-zagged in reverse to get a feel for her handling.

Overall the Hunter 40 was a spirited sailing boat on all points and my pre-conceived notions from other Hunters were proven wrong as the hard chine provided more stability than her D/L ratio of 183 suggests. With an SA/D of 20.38 she is a relatively sporty boat that sails fast and would probably do just as well in light air as in the breeze we had. Under power the 40 operated with ease and I would have felt comfortable backing into a narrow slip or making a hairpin turn in a tight fairway.

LIVING ABOARD
The style shift for Hunter continued below decks as what I thought would be a standard interior from their previous models gave way to a living space that clearly got a joinery upgrade. The first thing that caught my eye when I stepped down the companionway was the hardwood cabin sole. Gone were the shiny laminate floors that had a nice appearance, but turned into an ice skating rink when wet—which I experienced first-hand a few years back during a particularly rough delivery. The new hardwood sole was impressive as I lifted it to poke around the bilge, not only was it more stout and better fitting, but it looked much cleaner as well.

The Hunter 40 comes in two cabin configurations, a standard two-cabin layout with a v-berth and large aft cabin, or a three-cabin version with a v-berth and two aft cabins. The boat I sailed was the two-cabin version and from first inspection it would be hard to choose between them, as they are both roomy with plenty of storage and good access to heads and showers. Aft cabins are typically not blessed with an abundance of headroom above the bunk, but the 40’s aft cabin had a good bit more than I expected. Hanging lockers to port and starboard, plus storage bins on either side of the island queen berth make for enough space to house gear and clothing for a long weekend or a month. Direct access to the head and shower on the port side give the cabin a functional walk-through style and the easy engine access from this cabin will appease any discerning engineer.

From the companionway, an L-shaped galley is set to starboard and the navigation table is to port. Corian countertops give the galley a nice aesthetic touch and separate refrigerator and freezer units offer plenty of room for food and drinks. Above the counter is Hunter’s unique storage cabinet that is fitted with a small fan and LED light that acts as a dryer and dish storage rack. Forward of the galley is a U-shaped dinette to starboard with a table that drops down to make an extra bunk and a settee to port with storage cabinets above. Large windows and hatches make for good lighting and ventilation and handholds on both sides allow you to move forward and aft with ease while underway.

Just like the aft cabin, the forward cabin is another comfortable living space. With a large centerline bunk, hanging lockers and cabinets for storage, a bench seat and direct access to a head and shower, you couldn’t ask for anything more in a guest cabin.

BWS’ THOUGHTS
After sailing this boat, I got a clear sense that while the Hunter 40 is similar to its recent relatives, there is clearly a change going on in the way the company is designing and building boats. With this new model, Hunter has borrowed some popular features from their previous designs—the overhead arch and B&R rig to name two–and added a handful of new features—the cabin sole, hard chines, hard top and fold down transom—to give the boat a fresh and appealing look. I envision the Hunter 40 as an excellent coastal cruising boat for a family or a couple, and like with most Hunters in this size range, the 40 is clean, easy to use and comes in at a price point that will make any potential buyer happy.

Hunter 40
LOA 40’0”
LWL 36’3”
Beam 13’2”
Draft 5’2” (shoal)
Draft 6’8” (deep)
Displ. 19,700 bs
Mast height 61’9”
Sail area 1,006 sq. ft.
Fuel 50 gals.
Water 90 gals.
Holding 40 gals.
Engine 40-hp diesel

Marlow-Hunter Sailboats
Route 441, Post Office Box 1030
Alachua, Florida USA 32616
www.marlow-hunter.com

What didn’t get enough press after the Games is the fact that the U.S. did in fact win a silver medal in sailing—at the 2012 Paralympics, also held in England. Jennifer French and Jean-Paul Creignou competed in the doublehanded SKUD-18 class and finished second. Not bad for a woman who is a quadriplegic and a guy who is legally blind; Jen was the skipper and eyes of the boat while J.P. handled lines and sheets.

But the story is even better than that. Jen French was a high-tech professional and an active snowboarder, runner and outdoorswoman. The motto she shared with her soon-to-be husband Tim was “work hard, play hard.” The play hard part came to a sudden end one winter night when Jen and some friends went for a moonlight snowboard at a New England ski resort. Although an expert rider, the unthinkable happened—Jen missed a turn in the trail and sailed into the woods at high speed. The result was a seriously compromised spinal cord and paralysis from her shoulders down.

But if Jen is anything, she is determined and smart enough to find solutions where others find barriers. She found a research program in Cleveland that was pioneering functioning electronic stimulation by using implanted electrodes to stimulate otherwise paralyzed muscles. It had never been tried on a woman, but Jen would not be deterred, and after several applications she was finally accepted into the program. She became something of a lab rat with a single mission: to stand on her own.

Over the next year, Jen had electrodes implanted in her abdomen, hips and legs. The electrodes are controlled by a magic box worn around her stomach—if she wants to sit up straight or even stand, she can press a button on the box and her abdominal and leg muscles will be jolted into action. After progressing from near total paralysis to the bionic woman, Jen was able to dance with Tim at their wedding.

And then what? To demonstrate that the breakthrough technology worked in the real world, Jen embarked on a quest to sail in the Paralympics even though she had done very little sailboat racing. The determination and smarts that got her standing on her own feet also got her and J.P. through the U.S. Olympic trials and onto England. And there, after a rocky start, they improved over the course of 11 races, securing a podium place on the final day. The silver was theirs. And ours.

Jennifer French has written a book called On My Feet Again that concludes at the 2012 Olympics. You can order it on Amazon. Read it. It will change you.

Tartan Fantail 26 •  The new daysailer-weekender from Tartan Yachts packs a lot of performance in a compact package.

We had our first look at the new Tartan Fantail 26 at the Annapolis sailboat show last fall, and we must admit—of all the boats we planned to test after the show, the little 26-footer was one we really looked forward to sailing.

Tartan hasn’t built boats under 30 feet in many years, so this new Tim Jackett design is an interesting development. The company started life in the 60s with the Tartan 27 and later came out with the racing Tartan 26. But since then, the trend has been to build larger, more luxurious cruisers and racer-cruisers.

With the crew from Tartan aboard, we set off from the docks under power. This is a big part of the Fantail story—the boat was conceived to be “green” and is powered by a Torqeedo electric outboard. The engine is mounted inside the lazarette and can kick up out of the water when under sail. Under power in the down position, the little engine pushes the Fantail along at a good clip. Torqeedo engines have a lot of torque, so you feel the acceleration as soon as you push the throttle forward.

Technically, the Torqeedo is a very interesting propulsion system for a small sailboat. The throttle and gear shifter is linked to a GPS and has a small LED readout that gives you course, speed and remaining powering range. The electric motor is powered by two 4D AGM batteries and a third Group 27 battery is used to power onboard systems such as running lights, reading lights and electronics. With a full charge, the motor will drive the boat at half speed or about 4 knots for 16 hours before the batteries need to be charged again. Tartan provides a shore-power battery charging system and, for those who will keep their boats on moorings, they offer wind and solar charging systems as options.

Once we motored down Back Creek and into the bay, we hoisted the big mainsail and shut down the Torqeedo and tilted it out of the water. Under mainsail alone, the Fantail slipped along nicely; with the addition of the small, self-tacking jib, the boat really put her shoulder down and started to move.

The late afternoon breeze was fairly light but steady at about 8 knots. This was a perfect wind for the Fantail. Sailing upwind, she tacked at about 40 degrees from the true wind and was able to maintain about 5 knots. Tacking the Fantail involves nothing more than steering the boat through the eye of the wind and settling onto the new angle.

We tacked up the Severn River next to the U.S. Naval Academy and then turned to run back out into the Chesapeake Bay. With the wind behind us, we rolled up the jib, deployed the retractable bowsprit and hoisted a big asymmetrical chute. The response was immediate as the 26-footer took off like a rocket.

THE DESIGN
The design of the Fantail is a pleasing mixture of traditional good looks with a modern fin keel, spade rudder configuration under the water. The keel is fitted with a lead ballast bulb that lowers the boat’s center of gravity and improves stiffness so it will stand up to a blow and sail at low heeling angles.

The boat’s bow is nearly plumb and the sprit is housed in a tube built into the bow on the centerline, not to one side. This complicates the build a bit but is the better way to go and looks just right with the sprit all the way in or out. Control lines for the sprit run under the deck to line clutches in the cockpit.

The boat has a traditional counter and stern that looks handsome and provides the locker space aft of the cockpit to house the Torqeedo. The daysailer and weekender versions of the boat come with handsome teak toe rails, cockpit trim and companionway trim. On the boat we sailed, the teak had been left natural. For those wanting true yacht style, a few coats of varnish on the teak trim would add some flair.

The cockpit is nine feet long, so four adults can fit comfortably and still manage the sheets and control lines without getting in each other’s way. The self-tacking jib certainly reduces sheet clutter in the cockpit. The main sheet is all the way aft, where it is handy to the helm.

The design of the hull and the height of the topsides are configured to allow you to sit in the boat securely instead of being perched on deck and to sit on the bunks below decks without bumping your head. The cockpit seatbacks are contoured to provide support and comfort. Tartan offers cockpit canvas as an option. With a dodger fitted over the companionway, you will feel very secure in the cockpit and will be able to get out of the wind and spray.

DOWN BELOW
We sailed the daysailer version, which has a low cabin and a small interior. Down below there was a V-berth all the way forward that would be fine for an overnight with sleeping bags—camping style. There is space for a 48-quart, 12-volt cooler, a porta-potty, and gear and equipment. The spinnaker lives in the V-berth when not in use.

The weekender version of the Fantail has a larger cabintop, more headroom below, and a finer level of finish and trim detailing. Plus, it can have a proper marine head with a holding tank and pump-out deck fitting. For weekend cruising, you can add a small galley unit that has an alcohol stove.

With the big chute drawing nicely, we sailed the Fantail right out into the middle of the Chesapeake Bay, making a steady 6 knots and getting over 7 in the puffs. The helm was light to the touch, but because the sail we were using was a tad on the large side, we had to pay attention to avoid rounding up in the stronger puffs, as you would on any small boat with a high aspect spade rudder under a press of sail. By keeping the sailing angle quite low, we were able to get her going as if on rails.

We have something of a soft spot for smaller Tartan designs since we grew up sailing a Tartan 27—parents and three large sons—all over New England as we cruised to PHRF regattas, raced over weekends and then sailed home again. The new Fantail updates the concept by a country mile. The Fantail 26 is less of a cruising boat than a fine daysailer and weekender, which suits today’s sailing styles. Yet, you could take the weekender off for a week at a time and have a very pleasant small boat cruising experience.

By the time we got the Fantail back to the dock, we had enjoyed an excellent sail aboard a sweet little boat that exceeded our expectations. For 2012, the Fantail is one of the finest new boats to come on the scene.

Tartan Fantail 26
LOA 26’0”
LWL 22’2”
Beam 8’5”
Draft 4’6”
Displacement 3,050 lbs.
Ballast 1,200 lbs.
Ballast/Displ .39
Displ/LWL 125.6

Tartan Yachts
www.tartantachts.com
440-392-2628

January 2013 Issue of Blue Water Sailing.

BWS Interview: Multihull Master: Gino Morrelli. World Cruising: A Feast for the Senses A leisurely cruise in Fiordland, New Zealand by Katie Thomsen. Practical Passagemaker: In Mosquito Country Learning about malaria’s lesser known cousins, Ross River virus and dengue fever by Russ Worrall and Abby Young. Cruising Life: Pet Pampering Onboard Simple massage techniques to improve health and circulation in your favorite fourlegged crewmembers by Kathy Silver. Blue Water Boats: Beneteau Sense 46 Fall head over heels for the stability and performance of Beneteau’s latest offering by Andrew Cross.  Captain’s Log: Experience matters by George Day.

This was never more evident than at the start of this year’s Salty Dawg Rally, which sails from Hampton, VA to the Bitter End Yacht Club in the BVI—a distance of some 1,300 blue water miles. A total of 59 boats showed up for the early November start of this free, all-volunteer event. More than 250 sailors attended the send-off party, and many thousands more have been following the fleet via email and satellite tracking. As a lead sponsor of the event, BWS is happy to say that our readers are out there doing it.

This year, BWS supplied the fleet with goody bags, lined up the services of Chris Parker, who delivers excellent weather and routing to the fleet, and offered each Salty Dawg a free one-year digital subscription to BWS through Zinio. If you haven’t yet seen our digital version, check it out at www.zinio.com/bluewatersailing.

For us, being involved with the Salty Dawgs is simply good fun and good citizenship. The sailors who take part are the kind of people who write for us and give the magazine the authority you expect on a wide range of topics—from seamanship and sailing skills to provisioning, electronics and more. Experience does matter.

That’s why we bring you the most experienced lineup of editors and writers with offshore experience in the sailing world. On staff, we have people who have sailed more than a quarter million offshore miles. And our stable of regular contributors is unmatched. Longtime columnist Bill Biewenga told us when asked that he had stopped counting at 400,000 offshore miles. Regular contributors John Neal and Amanda Swan Neal, whose seminars BWS has sponsored for the last decade, have cumulatively sailed 583,000 miles across the blue water. And columnist David Burch has logged more than 70,000 miles at sea.

So when you pick up your copy of BWS at the newsstand or retrieve it from the mailbox, you know that the articles, how-to pieces and reviews that lie between its covers are guided by voices of experience that you can trust. Whether you are sailing along the coasts or voyaging across oceans, you need information that will keep you safe, techniques to build your skills and real stories to inspire you to do more. And that’s exactly what we bring you every month.

We are happy to have you sailing with us. Look for our collector’s edition 200th issue in March!

Beneteau Sense 46 •

As I stepped out of the car, clouds hurried across the sky, giving way to sunshine and what promised to be a picture-perfect day to sail the new Beneteau Sense 46 in Annapolis, MD. With hard chines, a generous beam and large cockpit, it was easy to spot the Sense 46 from the parking lot. Up close, the boat looked as though it could sail well and carry all of my friends, family and co-workers at the same time.

The Sense 46, which rounds out a fleet that includes the 43, 50 and 55, had debuted just days earlier at the United States Sailboat Show. I was happy to climb aboard for the first time, as I had failed at several prior attempts during the show due to a constant crowd.

Glistening as the sun worked to dry off the morning dew, I walked the deck while we motored out and could not help but feel seduced by the boat’s clean and functional layout of running and standing rigging. The mainsheet is out of the way, conveniently located on an arch above the companionway, and halyards and control lines are led aft under the deck to well-placed clutches and winches that make for easy sail handling when shorthanded.

After picking up a few extra crew members, we rolled the sails out and were soon slaloming our way through anchored boats in Annapolis Harbor. The breeze was at a consistent 15 knots and we smoothly reached downwind away from the waterfront. With five of us in the cockpit, there was plenty of room to spread out and we tucked in a few jibes before turning upwind to see what this beamy broad could do close-hauled.

The 46’s beautifully cut radial mainsail and slightly overlapping genoa efficiently devoured every bit of wind coming at us. The boat we sailed had a roller furling main and genoa, though there are several sail plan options including a full-batten main with lazy jacks and a lazy bag, a code zero, an asymmetric spinnaker with sock, and an inner forestay with a self-tacking staysail.

With just a slight heel, we turned 15 knots of true wind into an effortless 6 to 7 knots of boat speed. Taking every wind shift that came off the Naval Academy in stride, the 46 easily tacked between 90 degrees and I was astounded at how quickly this 14.5-foot wide, 26,000-pound boat accelerated each time the jib was trimmed on our new course. This immense stability and responsiveness were part of the strategy laid out by Berret Racoupeau Yacht Design when they sat down to design the Sense fleet. With an LWL of 42’5’’, a wide beam and hard chines, the designers clearly meant for this to be a fast and stable boat. In creating the Sense series they are really trying to attract boat buyers who might be looking towards a catamaran, and in my mind, they’ve come about as close as you can in matching the stability of a multihull.

Not only was I thoroughly impressed by the Sense’s stability and performance, but I marveled at how easy she was to steer. I positioned myself to leeward so I could get a clear view of the telltales, and with just a few fingers on the helm, I steered the boat upwind. I couldn’t help but think I wasn’t doing much as it seemed the Sense was driving itself—I was merely there as a guide. I wondered aloud if the boat had twin rudders and was told it does, which made sense as steering seemed almost too easy.

Though I didn’t want the ride to end, we sailed back for the channel, fired up the 75-horsepower Yanmar and made quick work of putting the sails to bed. In the flat water of Back Creek I gave the 46 some power and we easily jumped up to 7 knots of boat speed. Fitted with Beneteau’s joystick “dock and go” system, sail drive and bow thruster, the boat was incredibly easy to maneuver under power in a tight space. I was charged with the task of backing into a slip that the Sense’s beam made look very narrow, but even with a stiff crosswind she handled easily in reverse and I only needed one slight touch on the bow thruster to keep us in line.

The Sense 46 was a fun and easy boat to sail. I have sailed a lot of newer boats in this size range and the 46 clearly has a uniquely stable design. I was impressed with her upwind and downwind performance and ease of handling under power. I can definitely see this boat doing as well as her fleetmates.

LIVING ABOARD
Space is not at a premium on the Sense 46. Starting with a huge open cockpit, it just gets better as you go forward. Keeping with the desire to lure potential catamaran and powerboat buyers, the designer of the Sense series split the boat into three distinct living spaces—a patio-esqe after deck, a communal living room and galley amidships, and two private sleeping cabins and heads forward.

Because the beam is carried so far aft, the cockpit becomes a spacious area not only for sailing the boat, but for entertaining as well. I can easily imagine this boat parked in a far-flung anchorage with a dozen dinghies attached to the stern and a party of people enjoying a sunset.

Not only is the cockpit a great place for entertaining, but it is also functional. The winches and lines are placed in easy to get to (and trim from) locations, and the helmsman has multiple steering options, including port and starboard two-height adjustable steering seats. The stern access for swimming and getting in and out of a dinghy is one of the best I have seen on boats in this size range. Also, because the boat does not have starboard and port aft cabins, there is abundant storage space on deck, including a locker to store gas, a liferaft storage compartment, and space for a generator (which we had).

Moving forward into the saloon and galley, you take a couple easy steps down and are instantly dazzled by the top-notch interior design done by Nauta Design. The lighting is soft and comfortable, with LEDs used throughout and large windows and hatches that let in an abundance of fresh air and sunlight. The Fruitwood Alpi joinery adds to the light and airy feel and perfectly compliments the cutting edge Euro styling. The interior headroom ranges from 6’1” to 6’7”, and handholds are well placed for moving around the cabin while underway or in a rolling anchorage.

To port is an inline galley with a substantial amount of counter space, top-loading fridge, two-basin sink and plenty of storage. The rest of the saloon is well laid out, with a large, U-shaped settee, functional nav station with a 15-degree tilting seat to compensate for heel, and a center island perfect for leaning against while cooking at sea or holding onto as you pass forward. Plus, it has more storage space and can be fitted with a flatscreen TV that pops up from the inside.

Forward of the saloon are two staterooms and heads. The guest cabin is to port with a queen-size berth and an en suite shower room and sink. Across to starboard are the head and another sink—easily accessible for visitors. The forward cabin is clearly the owner’s suite and features an island berth and an en suite head and shower. Large windows to port and starboard, coupled with a hatch above the bed, give the cabin a nice open feel. Hanging lockers, cubbyholes and cupboards are well placed in each cabin and offer enough space to store clothing for a week or a year.

BWS THOUGHTS
Beneteau clearly has something good on their hands with the Sense 46. The boat exceeded my expectations in terms of sailing ability, and the open aspects of its design—both inside and out—really caught my eye. I envision this boat as an excellent family cruiser, and every owner will want to invite friends out for afternoons and weekends of smooth sailing.

The Sense series is certainly unique, and discerning buyers who take a good look at its features and design will fall in love. And when they do, I hope they invite me along for a sail!Andrew Cross is a USCG licensed captain and US Sailing certified sailing and navigation instructor. After putting thousands of miles under his keel on the East Coast and in the Caribbean, he and his wife Jill now reside in Seattle on their Grand Soleil 39, Yahtzee. Catch more of Andrew’s expertise in each week’s edition of www.cruisingcompass.com.

Beneteau Sense 46
LOA46’4’’
LWL45’4’’
Beam14’6’’
Draft6’9”
Draft (shoal)5’9”
Displ.26,007 lbs
Sail area1072 sq. ft.
Fuel 106 gals.
Water182 gals.
Engine 75 hp

Beneteau USA
1313 West Hwy 76
Marion, SC 29571
843-629-5300
www.beneteauusa.com

December 2012 Issue of Blue Water Sailing.

Seamanship: Unleashing Women’s Potential. Thinking beyond “pink and blue” boundaries leads to smoother sailing by Teresa L. Carey. Destinations: Feliz Navidad! Celebrating a colorful Christmas in Z-town by Emily Fagan. Practical Passagemaker: Surefire Survey Strategies. Getting the most out of every type of boat evaluation by Nadine Slavinski.  Boatswain’s Locker: Bottoms Up! Employing Coppercoat in the quest for the perfect bottom job by Pete Dubler. Blue Water Boats: Jeanneau Sun Odyssey 41DS. The new deck saloon design embraces simple cruising elegance while offering innovative sailing systems. In December’s Captain’s Log, George discusses great gifts for cruisers this holiday season.

A lot of the shopping at the shows involved new items that will make cruising safer, simpler and more fun. At BWS, we have our own favorite new products and are happy to bring you our annual Holiday Gift Guide on page 40. The following are some of the items that really caught my eye at the shows. All of them should nicely help you advance your sailing game.

First are sails. Almost all of the major sailmakers have developed new lines of advanced, laminated sails that are perfect for cruisers. Even the new Dacron sails are better than ever. Well-built sails that hold their shapes will make a huge difference in your boat’s performance. And the trend toward smaller headsails with the addition of roller furling downwind sails means sailing can be more efficient, faster and more fun.

If you want to sail well and fast, you need to reduce your boat’s drag. The easiest way to do so is to retrofit a folding or feathering propeller. A fixed prop will steal up to a knot of boat speed. There are several varieties on the market and all of them offer unique properties to suit your budget and needs.

Winches are your power aids when handling sheets, halyards and lines, so why not make the most of them? Adding an electric winch to handle halyards and many line control operations really eases the load on the crew. Self-tailing, electric or hydraulic sheet winches take you to the next level of sail trim. And the new reversing electrical winches are bringing reel-winch, maxi yacht technology to the rest of us. I like the callous on my thumb from button pushing—you’ll like yours, too.

We all anchor a lot when we are cruising and there is a certain amount of anxiety as we wonder how well we are hooked to the bottom. The new generation of smart anchors that set quickly, hook well, roll over and reset easily have changed that. For peace of mind, add a new advanced anchor to your boat—it will change your cruising life.

Ships are my worst nightmare at sea, so I have to put AIS at the top of my safety and electronics list. I suggest a commercial grade transceiver system that both receives and broadcasts so you know who is around you and they know you are there. AIS saves lives and makes night passages much safer.

Finally, personal locator beacons have advanced a lot in the last few years. Now, you—alone in the water, separated from the mothership—can send a signal that will be heard around the world via satellite and on every boat around you that has an AIS system. If you want to give a gift this holiday system that can make a huge difference to the sailors in your life, a PLB should be on your short list.

Happy sailing and happy holidays. Great Gifts for Cruisers

Jeanneau Sun Odyssey 41DS •

The October afternoon we set off from the docks in Back Creek near Annapolis, we had aboard Jeanneau America president Paul Fenn and national sales manager Jeff Jorgenson plus BWS’s new online editor Andrew Cross. Good sailing hands all around. Andy took the helm as we dropped the mooring lines and expertly backed the 41DS out of the marina and into the channel, then spun it around and put the throttle down as we headed down creek and into the Chesapeake Bay.

Under power, the 41DS handles easily and well. With a sail drive powered by the standard 40hp diesel, the prop is well positioned to keep water pressure on the rudder, thus even at slow speeds the boat turns with assurance. Straight ahead, the boat will motor at 6.5 knots at a conservative 2000 rpms, yet will climb to her theoretical hull speed of 8.04 knots without much bother at 2800 rpms—just short of the maximum we noted given the fixed three bladed prop.

Out in the bay we rolled out the mainsail and then headed off to roll out the jib. As we did this we made use of the electric winch on the cabintop to haul out the main’s clew and then trimmed the main with the cool new reversing sheet winches built by Harken. The mainsail has been set up with a double-ended main sheet that tails to sheet winches at both helms (the 41 has twin wheels). This arrangement allows the helmsman to trim the main from either wheel, and the reversing winch action allows him to do so with the push of a button—in or out.

With battenless mainsail drawing, we next rolled out the 106 jib and sheeted it in. There is a story about the small size of the jib that has a lot to do with the action of the reversing sheet winches. In the not too distant future, you will be able to instruct your autopilot to tack. The instruments will change the helm appropriately and then ease the working, leeward sheet while the windward winch grinds in the new sheet as the boat’s bow passes through the eye of the wind. What you have is a self-tacking sloop with a slightly overlapping jib. This is new technology that Harken and the major electronics companies are working on in order to make sailing simpler and easier.

With the sails drawing, we hardened up onto the wind and trimmed for close-hauled sailing. The main was fairly flat, so we could crank it in to an impressive degree. The jib, with tight sheeting angles to the genoa cars on tracks on top of the cabin house, was a handsome blade sail that trimmed up well and gave the boat a remarkably close sailing angle of 40 degrees true wind. In the 10 to 12 knots of breeze, we were able to eek out nearly 7 knots upwind.

As we fell off the wind we could feel the 41 make use of her highly efficient hull despite the lack of sail area in the headsail. For cruising, sailors would want to add a fairly flat cut reacher on a roller to give the 41 some sporty speed and deeper angles off the wind.

The 41DS showed itself to be a handy cruiser that motors well and maneuvers easily in tight quarters and a fine sailing design that is intended to make performance cruising easier than ever. This boat can certainly be handled by a couple and is also a cinch for those who sail alone.

THE DESIGN
Philippe Briand did the basic hull design work when he drew the lines for the Jeanneau 409. The 41DS uses the same hull, keel and rudder as the 409 but has been given an entirely different deck and interior. The 409 was one of the most successful new designs in Jeanneau’s line in recent years and has earned the reputation of being a quick and capable racer-cruiser.

The distinctive features of the hull are the nearly plumb bow, the forward-raking stern profile with a modest swim platform, and the hard chines in the after sections of the hull, which expand interior volume in the after cabins and add a touch of hull stability when power reaching.

On deck, the cockpit of the 41DS makes you feel like you are on a 45-footer, with twin wheels, a handsome teak table and long bench seats. The stern platform has a telescoping swim ladder, a locker for masks and snorkels, and a hand shower. The cockpit has a teak floor and inlaid teak in the seats. The helming positions from both sides are comfortable, secure and close to all sheets and winches.

The raised deck design creates a very secure cockpit as the coamings rise to meet the curved angle of the cabintop and form one simple arch profile. When you climb out to go forward, a well-placed teak step gets you to deck level. Going forward, the sidestays run to chainplates at the cabinside so they are not in your way. The foredeck is large enough to carry an eight-foot RIB upside down when on passage.

All in all, the cockpit and deck layouts are the result of extensive design experience that puts safety and sailing qualities on level footing with style and comfort.

The 41DS’s non-dimensional design numbers are right in the middle of production cruisers, with a displacement-to-length ratio of 166, a sail area-to-displacement ratio of 17.2 and length-to-beam ratio of 2.77.

LIVING ABOARD
The 41DS comes in only one version, with a master cabin aft featuring a huge double berth, a large en suite head and a separate shower. We tested the headroom of the berth since it is tucked under the cockpit sole, and yes—a six-foot human can sit up without banging his or her head.

The forward guest cabin is only slightly less elegant and commodious, with a double V-berth and a second large head and shower.

The saloon has an L-shaped galley to starboard at the foot of the companionway stairs; the galley has twin stainless steel sinks with a unique sink cover that folds back to offer a useful place to store cups and so forth in bouncy weather. The fridge is huge and the propane stove more than adequate for two couples living and eating aboard.

The dinette will seat six around the table with four on the fixed seats and two on a portable bench. Across from the dinette is a bench settee with the chart table at its after end.

The boat is illuminated during the day via a host of opening hatches and windows and at night by arrays of flush-mounted LEDs and LED lamps at the berths and chart tables. The interior spaces feel huge and bright and will make anyone comfortable, whether sailing offshore or moored to a marina.

The fit and finish of the new generation of Jeanneaus continues to impress with attention to detail and the depth of the seamanship that informs decisions about where to put things and how to build them—enough to make any owner proud.

BWS THOUGHTS
BWS was the first magazine in North America to test the new 41DS and the first to publish a review based on a test. And we feel honored to be the first to say that the new Jeanneau takes sound production building efficiencies and methods and uses them to create a new boat that can fulfill the sailing desires of almost any cruising couple.

The 41DS is easy and fun to sail and fast to boot. The cockpit is as comfortable as any you will find in this size range, and the sailing systems are innovative. Down below, the somewhat traditional interior (by modern Euro standards) will appeal to the American market, as will the overall quality of the craftsmanship that goes into the boat.

Like the 409 in the racer-cruiser slot of the market, the new 41DS promises to offer her owners a ton of great cruising at a price that is a very good value both today and in the future, when you may want to move up to a larger boat.

Jeanneau Sun Odyssey 41DS
LOA40’6”
LWL36’0”
Beam13’0”
Draft6’9”
Draft (shoal)5’0”
Displ.17,330 lbs.
Sail area720 sq. ft.
Water50 gals.
Holding40 gals.
Fuel40 gals.
Engine400hp
SA/D17.2
DL166
LWL/Beam
2.77

Jeanneau America, Inc.
105 Eastern Ave. Suite 202
Annapolis, MD 21403
410-280-9400
www.jeanneau.com

November 2012 Issue of Blue Water Sailing.

Sail Tips: Avoid Boom Doom Rigging a preventer or boom brake by Andrew Cross. Destinations: Long Island, Bahamas Fast boats and tranquil diversity by Bill Kund. Cruising Life: Barracuda! A cruiser in Cuba experiences a close encounter of the predator kind by Tom Blancart. Practical Passagemaker: Quick, Easy and Good Convenience foods for the offshore sailor by Nadine Slavinski. Energy Afloat: Sail Off the Grid by Andrew Cross, All Charged Up, Battery Banter, Monitors, Smart Chargers and Inverters, How to Choose a Genset by Daniel Collins. Blue Water Boats: Dufour 36P, Blue Jacket 40. In November’s Captain’s Log, George discusses energy independence.

Today’s well-equipped cruising boat is something of a model for how civilization will be powered in the years ahead. We start with carbon, which is still the baseline source of energy ashore and afloat. Cruisers can’t afford to waste diesel, so we have employed advanced batteries and charging systems run by our motors that optimize the electrical energy created by burning diesel. With high output alternators and smart regulators in place, it is possible to run the entire boat’s electrical system for less than $5 a day in fuel.
But we don’t stop there. On the supply side, we have adopted innovative alternative energy sources that relieve the burden on the engine, reduce our carbon footprints, and save us money and trips to the fuel dock. A small array of solar panels will add a real boost to your battery bank every day. A large array in a sunny climate will run the whole boat and almost eliminate your carbon footprint altogether. Add a wind generator and even a water-driven generator for use while underway and you can maintain a large battery bank that is servicing a complex and energy-hungry home afloat complete with refrigeration, TV, microwave oven and computers. With all of the above energy generating systems in place, we are truly energy independent.

Still, there are more ways to improve our drive for independence by working at the demand side of the equation. Simply turning off unused lights (like shutting off a running water tap) is a habit every cruising boat should have. But we have also adopted new technology much faster than many people onshore. We have long used florescent bulbs to save energy and now we are rapidly installing LED bulbs wherever we can, from tri-color lights at the masthead to little lights in the engine room. The energy saved by doing away with incandescent bulbs is impressive.

The funny thing about highly motivated cruisers developing modern and innovative ways to be energy independent is that it did not necessarily occur because we were trying to save the planet. Rather, we were making capital investments in technology to live in a way that gives us the maximum independence to go where we like when we like without being tied to the fuel dock. In the context of the cruising life, reducing our carbon footprint as much as possible while making use of the energy that lies all around us is what sets us free. That this energy independence also helps reduce carbon emissions is an excellent net result. Hmmm…I wonder if there is a lesson in there somewhere?

Blue Jacket 40 •

The new Blue Jacket 40 that is scheduled for launch in December is a unique project among American builders and promises to be one of the most interesting new boats to come along in years. Tim Jackett, who was CEO and chief designer of Tartan and C&C Yachts for many years, went out on his own last year after building more than 2,500 boats to his own designs. When Island Packet’s founder, CEO and chief designer Bob Johnson, who has also built about 2,500 yachts, heard that his old friend was setting up his own design shop, he made a phone call that got the ball rolling on a new line of performance cruisers to be built in Island Packet’s facilities in Largo, Florida.

The brief for the new design, called the Blue Jacket 40, was to create a true performance cruiser that would provide exhilarating sailing performance and acquit itself ably around the buoys and in point-to-point events while maintaining a level of cruising comfort that modern sailors, racers and cruisers have come to expect. No small task.

The result is a stylish, modern, fin keel, spade rudder sloop that benefits from the vast design and building experience of two of America’s premier yacht designers and builders. The hull has sleek lines with a fairly plumb bow, a nicely squared off transom and just a hint of a curve in the sheerline. The hull carries maximum beam fairly far aft so the cockpit and after cabins are as spacious as possible.

The numbers tell the tale of the Blue Jacket 40’s performance pedigree. The standard design with the deep keel has a sail area-to-displacement ratio of 21.8, which means the rig has plenty of horsepower. The displacement-to-length ratio of 172 puts the boat in the “moderately light” category and indicates that the design will be quick but should also have a pleasant motion going through and over waves. The ballast-to-displacement ratio of 39 percent indicates that the 40 will stand up nicely to the breeze and should easily convert pressure into boat speed.

The 40 has a double headsail or Solent rig with the self-tacking jib on a carbon fiber Hoyt Jib Boom. Forward of the jib, a reacher is fitted with the tack mounted on the small prod or sprit that has been built off the bow. For upwind sailing, the self-tacking jib will provide very close sheeting angles and effortless tacking. The reacher will be deployed when off the wind for maximum sail area and performance. Both sails are on Harken roller furling units and can be handled from the cockpit. The full battened mainsail is handled with a double-ended sheet from either side of the cockpit and furls neatly into a carbon fiber pocket-style boom.

The Blue Jacket 40 is being built by the craftsmen who build Island Packets, so we can expect to find very high quality and integrity in the boat. The hull and deck are vinylester-infused moldings with Divinycell foam cores. The hull is reinforced with a laminated grid and an interior molded unit stiffens the hull and anchors the bulkheads, tanks and chainplates. You will find a belt and suspenders approach throughout.

The new Blue Jacket 40 is a uniquely American sailing yacht that evokes the best in this country’s boat building traditions, and was drawn and is being built by two friends who between them have built more than 5,000 high quality, innovative, ocean sailing yachts. Look for a full review of the Blue Jacket 40 early in the New Year. For more information, contact Blue Jacket Yachts at 727-535-6431 or visit www.bluejacketyachts.com

Dufour 36P •

The summer afternoon we test-sailed the new Dufour 36 Performance was warm and clear and the promise of a sea breeze was turning steadily into a reality on the waters of Rhode Island’s Narragansett Bay.

With six of us aboard, including Olympic sailor and author Carol Cronin, we hoisted the big mainsail and rolled out the 114 percent working jib. The 36P, which displaces only 14,000 pounds, feels very nimble underfoot, and even though the breeze was still an hour away, the boat put her shoulder down as we sheeted in and accelerated very smartly.

With Carol at the helm, we threw the 36P through a series of tacks. We were pleased to see the new design tack through 33 degrees apparent wind while making 5.5 knots in 7 knots of true breeze. It’s always fun to do boat tests with a sailor like Carol aboard since she raises everyone’s game just by being there.

The twin wheels, which are mounted on diagonal pedestals, are fairly far outboard, so you have an excellent view ahead and of the headsail from both the leeward and windward sides. The fractional, slightly overlapping jib trims inside the sidestays, which allows for tight sheeting angles and very close-hauled sailing.

The cockpit has the main traveler running across the sole just forward of the wheels; the sheet is double-ended, which means you can trim from either side of the cockpit. The cockpit lockers are demountable so you can open up the cockpit when racing with a full crew or you can leave them installed when cruising. Aft, the low transom folds down to make a swim platform with a sturdy stainless steel ladder. A life raft can be stowed aft in a compartment under the cockpit sole.

It is not often that a builder supplies a spinnaker for sail trials, but the 36 Performance is designed to be a true dual-purpose boat, so we had a chute to fly. The big sail was in a snuffer, which made it simple to hoist and deploy. Tacked down to the retractable carbon bowsprit, the asymmetrical chute really pulled the 36P along sweetly. Sailing at about 150 degrees apparent, the boat sailed as if on rails and accelerated noticeably in the early puffs of the sea breeze.

All in all, the 36P was a true pleasure to sail. We did not get the chance to crank it up around a race course, but later in the summer the Dufour dealers at North Star Yachts and a crew took the 36P to the Buzzard’s Bay Regatta in Massachusetts and won the 22-mile distance race on the first day.

CRUISING ACCOMMODATIONS
The 36P has simple yet elegant accommodations for living aboard. The forward cabin has a V-berth with storage underneath and lockers for clothes. The after cabin has a large double berth and plenty of locker space; ventilation is via a large vertical hatch in the cockpit well.

The galley is surprisingly large for a 36-footer, with a Corian counter, double stainless steel sinks, a large fridge and a two-burner propane stove. Across from it is a large head compartment with an integral shower. The head is spacious enough to be a good wet locker for foul weather gear when racing or sailing in heavy weather.

The bench settees to port and starboard are long enough to be extra berths. Between them is a centerline table with drop leaves and a top-loading wine locker. The whole atmosphere below decks is bright and modern without being too Euro-trendy. The fixed ports in the hull and the cabin sides are long and narrow but let in a lot of light and provide a limited outside view when seated. Overhead white panels highlighted with wood battens provide a pleasant traditional yacht finish to the cabin.

Two couples will be very comfortable cruising aboard the 36P. For regattas, you can fit six with two sleeping forward separated by a bundling board, two in the saloon and two in the aft double. The boat can be raced with six, although you may want an extra body or two in windy conditions.

DESIGN AND CONSTRUCTION
Designed by Italian Umberto Felci, the 36P has a distinctive look with a plumb bow, fairly plumb stern, very long waterline and flat sheer. The hull has a slight chine in the after sections that adds to hull volume aft and should add a bit of power when the boat is reaching.

Under the water the boat has a high aspect, cast iron fin keel with a standard depth of seven feet, two inches. A shoal draft keel is also available. The spade rudder has been designed with a semi-elliptical shape that gives it a good bite on the water and a great feel when sailing upwind in the groove.

The 9/10ths fractional rig, with two swept back spreaders, has an aluminum mast that is stepped on the top of the keel. The standing rigging is discontinuous stainless wire so you can tune the rig accurately. It comes with a rigid boom vang and a carbon sprit forward that fits neatly inside the starboard bow.

The hull is foam core above the waterline and solid composite below the waterline. Wide longitudinal stringers run the length of the hull on both sides just above the waterline, which adds to hull stiffness and strength. Inside the hull, the builders use a pan liner to add stiffness, which becomes the foundation for interior joinery and the engine mount, chain plates and keel bolts.

With a displacement of 14,000 pounds and a working sail area of 776 square feet, the 36P is fairly light and powerful. The sail area to displacement ratio is 21.6, which fits right into the racing end of the racer-cruiser fleet.

A solid, well built boat, the 36P benefits from Dufour’s long heritage building production boats and their more recent commitment to designing and building boats that sail better and faster than many production designs.

Dufour 36 Performance
LOA 36’0”
LWL 33’6”
Beam 11’10”
Draft 7’0”
Displ. 14,109 lbs.
Ballast 4,188
Sail area 776 sq. ft.
Mast height 57’8”
Engine 29 hp diesel
Water 53 gals.
Fuel 24 gals.
Holding 12 gals.

Dufour Yachts

Phone: 352-871-0362
eric.macklin@dufour-yachts.com

October 2012 Issue of Blue Water Sailing.

Classic Passages: Highlights of a Homeward Bound Voyage by Jessica Rice Johnson. Cruising Life: 30-Something Cruisers. Why wait for retirement? Put your cruising plans on fast forward and go now by Jen Williamson.  Seamanship: A Harrowing Journey Crossing the pirate-infested Indian Ocean can be a life-or-death guessing game by Desiree Trattles.  Boat Show Boats: Blue Water Sailing reviews the Morris 52 and the Jeanneau 509. In October’s Captain’s Log, George discusses monitoring the weather for offshore passages.

On a passage from Nassau in the Bahamas to Newport, RI last spring, we tried out the latest version of WeatherNet from OCENS, which runs on a laptop and gets weather data in digestible packets via an Iridium sat phone. There is so much weather information available through the OCENS portal that you have to be careful not to overdo it since you pay for each download.

We like the seven-day surface wind forecasts and we needed an up-to-date Gulf Stream map, so we downloaded these before we left Nassau. The wind maps were very accurate as were the Gulf Stream charts, although we did find several local anomalies south of Cape Hatteras. Unfortunately, we had an operator error with the sat phone that shut down the data feed and left us approaching the North Carolina coast with only a fuzzy, four-day-old forecast.

On to plan B. BWS is a sponsor of the new Salty Dawg Rally (see the update on page 26), and our contribution is to subsidize daily weather and routing for rally sailors provided by Chris Parker (www.caribwx.com). We were able to reach Chris by sat phone (voice was still working) and he very ably supplied us with forecasts for the rest of the trip home. Rounding Hatteras was the tricky part since a low was brewing just to the east of the famous cape. NOAA was predicting 25-knot easterlies, but Chris saw the low inching away and predicted calms for our rounding. He was right.

Both Chris and NOAA agreed that the low would generate strong northeasterlies when we got to the Delaware. Time for plan C. We tacked our way across the bay’s mouth in 30-knot headwinds and then beat a retreat into Cape May, NJ, where we hunkered down for 24 hours.

The next morning, NOAA was calling for the wind to abate within 24 hours. But we could see the barometer rising and Chris’s morning weather broadcast on SSB 4045 forecast the wind off New York to veer to the south that afternoon. That was our ride home. We set off from Cape May and were home in 36 hours.

NOAA does a great job and we are pleased that their forecasts always err on the side of caution. By using your own tools like Passageweather, PredictWind or the comprehensive, professional tools available through OCENS WeatherNet, you can increase your chances of sailing in favorable weather.

Working with a professional like Chris Parker or the gurus at Commanders’ Weather will take you to the next level and can really help you find those weather windows that make all the difference when blue water sailing. We count ourselves lucky to have access to so much quality weather information.

Morris M52 • A graceful Sparkman & Stephens design, the new M52 is a sailing craft of which dreams are made.

In an age when so many cruising boats are evolving toward hulls with large interior volumes, long waterlines and short rigs suitable for the Intracoastal Waterway, the new Morris M52 looks like a throwback to another simpler, more gilded age. With her long, sweeping sheer-line, graceful overhangs fore and aft, and low, squared-off cabin with a classic butterfly hatch, the 52 evokes the beautiful classics from the days of Herreshoff, Alden, Rhodes and Burgess. Even among all of the amazing sailing yachts that were in Newport, RI last summer when we sailed the new 52, the boat stands out as a true thoroughbred.

We joined the 52 at the Newport Shipyard and were happy, in this instance, to remove shoes before climbing aboard—not something I generally like to do. But the immaculate teak decks, the shining stainless stanchions, hardware and winches, and the varnished teak toe rail and trim together announced that this was a proper yacht that we did not want to scuff.

We fired up the engine and were pleasantly surprised at how quiet it was in the cockpit; the splash of the exhaust was louder than the engine itself. We dropped lines and motored carefully from the crowded marina into Narragansett Bay. The 52 has a high aspect spade rudder and a bulbed cruising fin keel. Under power it steers effortlessly and when we had to back the boat into her slip at the end of the day, it steered in reverse without griping or sideways prop walk.

The 52 is rigged with an 80-foot tall carbon spar, an in-boom roller furling mainsail and a self-tacking fractional jib. All of the running rigging leads belowdecks via conduits and aft to the control stations, i.e. huge electric winches and line clutches on either side of the helm. This keeps the decks free of clutter and enables one person at the helm to manage all aspects of sail trim with the push of a button or two.

In-boom furling mainsails can be tricky to furl and unfurl without getting overrides on the boom’s mandrel since the boom itself has to be set up when furling at an 89.5 degree angle to the mast. The 52, however, was equipped with the new Holmatro boom vang, which has a preset adjustment that positions the boom exactly with the press of a button. The main unfurled and hoisted and later rolled up without any snags or overrides. This detail says a lot about how the 52 has been set up for simple but precise sail handling.

The 52 was equipped with beautiful sails and the rig itself was tall by modern standards, so we had a lot of mainsail to control. We rolled out the jib on its Harken electric furler and trimmed for close-hauled sailing out of the mouth of the bay. The first sensation when she puts her shoulder down and accelerates is the sense of raw power in the rig; then you notice how close you are sailing to the wind. Being long and narrow and with tight sheeting angles, the 52 claws to windward like a 12 meter, and once in the groove she stays balanced and straight as an arrow. In light airs, she is a rocketship to windward.

We tacked out to sea for a while and then flopped over and broad-reached our way homeward, jibing from reaching angle to reaching angle as we went. With the small self-tacking jib, you can’t run dead downwind efficiently, so tacking downwind is the way to go. Off the wind, the 52 slipped along gracefully and had a remarkably good turn of speed.

Like her little M-Yacht sisters, the 52 is a fun and fast boat to sail. With all lines led aft to the helm, it is easy for one person to manage trim, and with the rig set up for multiple sail adjustments it is easy to perfect sail shape to the breezes and angles you find when coastal sailing.

MORRIS STYLE
Below decks, the 52 offers a simple, elegant interior finished in the finest Maine-built fashion. With only 14 feet of beam to work with, the saloon feels narrow by modern standards, but has everything you need for comfortable living aboard and fine entertaining.

The master stateroom forward has a queen-size berth built on the centerline, a full height hanging locker, and plenty of storage space for clothes, shoes and linens. The master head compartment is well laid out with a separate shower stall.

The saloon has a U-shaped dinette to port and a bench settee to starboard with the chart table at its after end. The galley is compact but has ample counter space for preparing meals and washing up, and easy access to the fridge and storage compartments.

The 52 comes standard with a guest cabin aft and to port, with a day head just forward of it. The version we sailed had this good-size cabin plus a single pilot berth built into starboard aft of the galley so there was room aboard to sleep five comfortably.

With raised panels on the bulkheads and doors and the antique white and varnished cherry joinery, the 52 has a classic look that has endured aboard American yachts for generations and will no doubt endure for generations to come. Not opulent, but certainly very elegant, the 52 has the feel of a family heirloom.

BWS THOUGHTS
We have sailed and reviewed a lot of boats over the years and always enjoy the opportunity to sail a new Morris. Like his father Tom, Cuyler Morris understands that there will always be a market for craft that are built with passion to a very high standard. Throughout the boat, every detail has been thought through and then crafted by hand to be highly functional and amazingly attractive. Whether you are staring at your own reflection in the deep varnish of the saloon table or trimming the mainsail to the nth degree with well-positioned winches, clutches and buttons, you know that sailing an M52 is a very special and unique experience.

Morris M-52
LOA 52’11”
LWL 38’02”
Beam 14’00”
Draft, standard 6’8”
Draft, shoal 5’8”
Displacement 34,064 lbs
Ballast 11,391 lbs
Ballast, shoal 11,947 lbs
Sail area 1,414 sq ft
Air draft 80’
Water 100 gals
Fuel 80 gals
Holding 40 gals

Jeanneau Sun Odyssey 509 •

The trade winds were huffing and puffing the afternoon we got out on Miami’s Biscayne Bay to test sail the new Jeanneau 509, which made for fun and sometimes exciting sailing. The big Philippe Briand design was certainly up to every bit of it.

I had come aboard on the fly from another much smaller cruiser and was immediately taken with the stability and poise of the 509. As I took the helm, the crew aboard tightened the sheets so we could head up to close-hauled. With a flat cut in-mast furling mainsail and a 125 percent genoa, the 509 was not overpowered even as the breeze gusted to 18 knots or so. And because of her generous beam she sailed very flat and transformed wind energy almost directly into boat speed until we were sailing along happily at 8.5 knots upwind.

We threw the 509 through a few tacks to see how she behaved and can report that she carried her moderate displacement through the tacks well and maintained boat speed as we trimmed and then accelerated up to 8+ knots again in a few boat lengths. Philippe Briand certainly knows how to design slippery boats.

Cracking off to a broad reach we felt the 509’s real power. We were at 9 knots more often than not, which is getting close to hull speed in about 13 knots of apparent wind.

For the fun of it, we sailed the 509 back up the narrow channel to Miamarina and, having got our signals crossed, parked her for a moment on a sand bank. With the mainsail aback and the engine in full reverse we got her off again without fuss and discovered that the boat handles very well under power and in close quarters.

The 509 is a fine sailing boat that has a good turn of speed. She is easy to handle, and with roller furling sails can be got underway in a heartbeat and put to bed just as quickly.

COMFORT ABOARD
In the 1990s, Jeanneau came up with a design concept for their boats that has evolved ever since, but is still very much true to the philosophy that the boats, particularly the larger models, should be comfortable to live aboard, have excellent sailing characteristics and be convenient for the crew.

It starts with an open transom and swim platform aft, which makes a good boarding platform from the dinghy as well as a swim platform and an outdoor shower. In the current models such as the 509, the old sugar scoop design has given way to a square stern profile with a central panel that folds down to make a huge aft platform.

The helm is divided into two wheels, so the helmsman always has a good view forward and there is a clear passageway to the aft platform. This idea really developed when the boats grew a lot of beam aft, and in the 509—with a chine in the aft sections—the cockpit is wider than ever. This makes for more room in the cabins below and adds to the volume and comfort of the cockpit, where the crew will spend most of its time in summer weather. The cockpit table, with the chartplotter mounted neatly in its aft end, will seat eight for dinner and the whole cockpit area will be comfortable for 12 or more for sundowners.

Down below, the new 509 has four optional interiors—three with an in-line galley on the starboard side and one with an aft galley. And, you can have it with four double cabins or three double cabins. You can also add or subtract heads as your cruising style and family requires. The owner’s version has a large double cabin forward with an en suite head and shower stall. The two guest cabins are aft in the stern quarters, yet they are very spacious and comfortable because of the extra hull volume in the aft sections. The saloon has a U-shaped dinette with two freestanding chairs to complete the seating. Across from it is a bench settee that can convert into a shorter bench with a table at one end. The chart table is just aft of the dinette and faces aft.

Jeanneau has always finished its interiors with fine marine-grade woods, whether teak or other types. The new boats use a synthetic wood called Alpi that has a uniform color and grain and will not delaminate. The interior of the boat we sailed was a very warm honey-colored veneer offset by white overhead panels and attractive off-white overheads and hull liners. The net effect is of a boat with very good ventilation and tons of natural light in all of the living spaces.

Over the years, Jeanneau has built many boats with variations of this layout that have proven to be excellent cruising homes for couples and families. And, in our experience, the larger Jeanneaus are excellent sea boats with long legs for quick passage-making and reliable systems and rigging setups for safety and performance. Whether coastal cruising with nightly anchorages and easy daysails or passage-making, the overall design and execution of the new 509 will get you home better rested than when you left. And that makes for happy and safe cruising.

BWS THOUGHTS
As part of the enormous Groupe Beneteau, and now as a market leader in North America, Jeanneau has the ability to build boats that maximize the group’s economies of scale while keeping pricing at reasonable levels. This combination has made it hard for others to compete. In the end, sailors will benefit from this evolution.

It is now possible to buy a 50-foot cruising boat such as the 509 at a relatively fair price and know that you are getting a high quality, durable and safe boat that combines the latest in modern construction technology with the design brilliance of Philippe Briand and the in-house Jeanneau engineering team. Rest assured that with the 509, you can sail anywhere you want in comfort and style.

Jeanneau Sun Odyssey 509
LOA 50’5”
LWL 45’8”
Beam 15’8”
Draft (std.) 7’5”
Draft (shoal) 5’8”
Displ. 30,644 lbs.
Water 163 gals
Fuel 63 gals
Sail area 1,227 q. ft.
www.jeanneau.com

But boat ownership can be both time consuming and expensive. These days, most of us have busy lives with many facets that require both time and money. And, given the recession, most of us are being extra careful with our cash. The decision to buy a new or brokerage boat on our own may be a tough one to justify.

But that doesn’t mean you have to resign yourself to being boatless. That’s a terrible fate. Boats give us time on the water with our family and friends. They should be considered mental health clinics and therefore be tax deductible as a medical expense. But alas, they are not. Thankfully, there are ways to own boats that can reduce both the time and cash you have to dedicate to them.

Partnership is one of those words that always stirs a groan, but these days we are seeing more and more sailors, including Rosie and me, decide that owning a boat with friends makes sense. Partnerships can be tricky, so you need to have all ideas, issues and aspirations on the table at the outset. A partnership should be fun, but it also has to be businesslike and should probably involve a legal arrangement such as an LLC.

If you are happy to not have the use of your boat all the time, then buying a boat and placing it into a charter fleet provides you with lots of opportunities to go sailing, as well as some cash flow from the charter company—along with regular maintenance. If you partner with one of the big firms, such as The Moorings, Sunsail, Horizon, Kiriacoulis, Dream Yacht Charters and others, you will be able to use boats similar to yours all over the world. Not a bad option at all.

A similar idea is to buy a boat and put it into a SailTime or Pinnacle fractional sailing fleet, where you will have a chance to use the boat regularly, but will have all expenses taken care of and will earn some cash in the process. SailTime has 50 locations around North America and the Caribbean, and Pinnacle has eight, with three near Chicago. And, like the big charter companies, fractional sailing members can use boats at other locations.

Owning a boat is an important part of living the sailing life, and no one should give up on the dream—even if they can’t justify owning one all on their own. The really important part of owning a boat is using it and enjoying all the benefits that sailing, cruising and goofing off on the water bring. After all, it is your mental health at stake.

2012 BOAT SHOW PREVIEW: MONOHULLS •

While the design trends over the past few years have been dominated by the new crop of angular and voluminous cruisers from Europe, it is interesting to note that several quite traditional looking designs—large and small—are appearing from U.S. builders. The boats will surely stir up the American fondness for sweeping sheers and traditional transoms.

Among the more modern boats, the sugar-scoop transom long favored by cruisers seems to be fading away, being replaced by fold-down transoms that offer huge areas for sunning, swimming and tending the dinghy. And when folded up, the new look provides the designs with a pleasing, purposeful look.

This year, we continue to see innovation from designers, whether in the form of twin rudders, drop keels or cockpit arches. The state of sailboat design remains vibrant and intriguing. Here are 28 new boats to dream about owning and sailing into the sunset.

BAVARIA
Bavaria USA has spent the last 12 months launching a new company in North America. Their first office opened in Annapolis, MD, and their second is opening this fall in Mystic, CT. Bavaria USA sells their Farr-designed, German-built cruising boats factory direct, so you can order your new boat exactly as you want it and have it delivered in about eight weeks.

Last year, Bavaria launched their new Cruiser line. They put the 32, 36, 40 and 45 into a charter fleet in Annapolis and sold direct to customers. This year, they are bringing in a new Cruiser 50 and the classy Vision 46.

The 50, similar to the rest of the Cruiser line, is a roomy, easy-to-sail performance cruiser that will appeal to families who need a lot of space or couples who will be living aboard for long periods. BWS sailed the twin-wheel, twin-rudder 50 last year in Turkey and found it to be a remarkably good sailboat that is close-winded and slippery off the wind.

The new Vision 46, which debuted in Annapolis in July and will be shown at the Newport and Annapolis shows, is a raised deck saloon design with a sweet curved cabin house, a huge cockpit, a fine sailing hull, and a truly innovative approach to living and entertaining aboard. See our full review on page 70. www.bavariayachts.com

BENETEAU
Over the last three years, as the sailing market has been in a deep recession, Beneteau has taken the opportunity to reinvent the Oceanis line of cruising boats and to introduce a completely new line of cruisers under the Sense brand.

With the Oceanis 45 and 41, the company developed the theme of sleek-hulled, low-cabin styling on hulls that have added beam and a slight chine aft to increase cockpit volume. The addition of a cockpit arch for mounting the mainsheet out of the cockpit adds to the distinct look and functionality of the new designs. This fall, Beneteau will introduce to the U.S. market the new Oceanis 48, which extends the brand and emphasizes modern styling and commodious living aboard. The 48’s cockpit has twin wheels and a centerline table with folding leaves and a pod on the aft end for the chartplotter. The stern folds down to make a wide swim platform. The new 48’s interior is a study in understated elegance. The boat comes standard with a mahogany-colored finish on the Alpi wood surfaces, offset by expanses of white overhead panels and light-colored fabrics. The aft cabin, aft galley configuration will make the 48 a fine sea boat.

The new Sense 55 follows on the heels of the Sense 50 and 43. The boat has a definite “wow” factor, as it is a true indoor-outdoor cruiser that offers many of the benefits of a cruising catamaran combined with the convenience, elegance and practicality of a monohull. Like its little sisters, the 55 redefines the living spaces into the outdoor “patio,” the living room-like saloon and the private sleeping quarters forward. The living spaces flow together smoothly, and huge windows and opening ports enhance ventilation, brightness below and communication between crew. The new boat has highly lacquered cabinet surfaces, finely finished built-in furniture, and a clean and elegant look on deck and below. See our full review in the August 2012 edition of BWS. www.beneteauusa.com

CATALINA
Catalina Yachts, once the largest sailboat builder in North America, if not the world, has seen its horizons narrowed during the recession. Nevertheless, over the last three years Gerry Douglas and Frank Butler have come up with four new boats that have set a new design trend for the company and given Catalina owners a reason to buy a new boat. It all started with the 445, which was an immediate success. The boat had a sleeker cabin top than previous models, a finely fitted out interior, and a sensible rig with roller furling on both the headsail and mainsail.

The 445 was followed by the 385 and the 355, and then last winter the company introduced the nifty little Catalina 315. The 31-footer was a hit right from the start as it filled a need for a capable small cruising boat at a reasonable price. We sailed the 315 in Florida last winter and came away thoroughly impressed with the boat’s sailing qualities, fine turn of speed and big-boat feel under a press of sail. Even better, we were stunned by the amount of living space—it felt like a 35-footer below deck. A great little cruiser, the Catalina 315 is a fine starter boat or a really fun cruiser for an experienced couple. See our review in the July 2012 issue of BWS. www.catalinayachts.com

COM-PAC
Com-Pac Yachts began building small cruisers and daysailers in 1974 and has led the way in building trailerable pocket cruisers for real people for almost 40 years. Their range includes beamy little cat boats, sleek daysailers and innovative cruisers to 35 feet.

This year the company launched the new Com-Pac 23 Pilothouse. The boat is 23 feet overall, but has been designed and fitted out to be a capable cruiser with three full-size berths, an enclosed head and an inboard diesel.

The 23 has a tabernacle mast that can be lowered easily. The boat’s beam is small enough to allow it to be trailered on any road. There are two helming stations—one in the cockpit and one in the pilothouse, both with engine controls. The saloon has a small dinette, galley, and plenty of storage for a week or two of cruising. The water tanks hold 20 gallons. The V-berth forward is surprisingly large, and two hanging lockers and cabinets have been provided for clothing.

With a 12 hp diesel to get you home when the wind dies and a true shallow draft for coastal gunkholing, the new Com-Pac 23 Pilothouse is the epitome of the perfect little pocket cruiser. www.com-pacyachts.com

DUFOUR
French builder Dufour has been building stylish modern cruising boats and racer-cruisers for almost 40 years under various owners and management teams. Now part of the Bavaria and Grand Soleil group, Dufour is redefining its position in the marketplace with two lines. Grand Large-branded designs are modern cruising boats with an emphasis on elegance, comfort and sailing convenience—even though the boats BWS has sailed are very fast, too. The Dufour 405 and 445 are two of the GL line, from 33 to 50 feet, that you will see at the fall shows. BWS sailed the 405 last year and found it to be a lot of fun and a very capable cruising boat. See the review in the September 2011 issue. And we sailed the 445 in Annapolis recently and will be running the review in an upcoming issue. The Performance line has been created to offer skippers a real shot at the silver whether racing around the buoys or in longer point-to-point races. The new 36P will make its debut at the fall boats shows in Newport and Annapolis and will no doubt turn a few heads. The hull is optimized for good sailing qualities with a high aspect rudder and a deep T-bulb keel. The tall rig gives it plenty of horsepower in light or heavy air, and the sailing or racing layout makes it easy for a crew to manage sheets and halyards. The cockpit lockers are removable to make sheet trimming easier. Down below, the boat is more “cruise” than “race” and has the finely finished feel that discerning owners—whether they’re cruisers or racers—prefer. Dufour has always stood for innovation, quality and fine sailing, and the new 36P fits that legend well. www.dufour-yachts.com

HAKE SEAWARD 46
Nick Hake at Hake Yachts has been building innovative retracting keel cruising boats for 30 years and has earned a reputation for coming up with original and practical solutions in the design and construction of shoal draft cruisers. The Seaward 26 and 32—the current models in his fleet—have proven to be both excellent thin-water cruising boats and fine sailboats. Late last year, Hake introduced a new flagship to the line. The Seaward 46RK is the retracting keel concept on steroids. The new boat is one of the most innovative designs to join the cruising fleet in many years. The boat has a retracting keel that offers seven-and-a-half feet of draft for upwind sailing and two-and-a-half feet when poking around the shallows or even running downwind. The two rudders are also retractable, so you can beach the boat without worry. The mast is deck-stepped in a tabernacle so it can be lowered easily and quickly if you need to get under a fixed bridge or haul out in a yard with overhead power lines. Hull number one was equipped with twin 54 hp auxiliary engines for reliability and speed. Down below, the chart table/pilot’s station is at the foot of the companionway and from there you have good visibility to both sides and forward. The accommodation plan has been set up for a cruising couple who have the occasional visit from friends and family. The boat holds 180 gallons each of water and fuel, so you have a wide cruising range. A perfect choice for the west coast of Florida, the Bahamas, the Chesapeake Bay and many other shoal cruising grounds, the new Seaward 46RK is a truly interesting and unique cruising boat. www.seawardyachts.com

HANSE
German builder Hanse Yachts has been pushing the design envelope as hard and far as any builder in the last few years. Their boats are designed to be both ultra-modern cruisers and commodious homes afloat. And, they are also set up to be easy to sail and very swift through the water. BWS reviewed the new Hanse 495 in the June 2012 edition and concluded that the boat and the company are on the leading edge of the sailing market. This fall, Hanse USA will bring three new boats to the shows that will certainly turn heads. The Hanse 385, 415 and 445 are all cut from the same modernist fabric. With self-tacking jibs and large, slab-reefed mainsails, the boats can be handled by one person. The cockpits are huge, with centerline tables that will seat up to eight for al fresco meals. Down below the styling is simple, elegant Euro-modern with an emphasis on lightness, open spaces and pleasing sightlines. Hanse specializes in building boats that are configured just how each owner wants them to be. On their website, you can select the model you are interested in and open the Hanse Configurator to view all of the cabin, color, rig and equipment options. If you press “send,” the choices you select will be sent to a dealer near you who will respond shortly with a price quote. Not only are the boats thoroughly modern, but the way you buy them is modern, too. www.hanseyachts.com

ISLAND PACKET
A new cruising boat from Island Packet is coming this fall, but at press time IPY’s owner, Bob Johnson, and VP of marketing, Bill Bolin, had their lips tightly sealed. The secret boat is in build, but we won’t know what it is until the fall. All we can say at this point is that IPY is going to bring their loyal fans a cruising boat that is new and a little different. Stay tuned. www.ipy.com

JEANNEAU
Jeanneau, a division of Group Beneteau, has been on a roll the last few years, and according to those who know these things, the company has gained significantly in market share in the U.S. The reasons for this success are many, but at the most basic level it is because the company consistently provides good cruising boats at fair value. They compete primarily with their sister company, Beneteau, and we have heard that the rivalry is spirited. The current Sun Odyssey models that have been so popular in the U.S. all have something to do with the number nine. We are not sure what this means, but the launch of the SO 409 was followed by the 439, the 379 and the 509. And next winter we will see the launch of the 469. The boats in the “9 Line” all have powerful hulls with a slight chine aft and sleek decks with many windows and hatches. The cockpits are large and well laid out for sailing as well as entertaining at the dock. Down below, you will find the styling to be somewhat traditional and the color schemes pleasantly evocative of teak and holly. BWS sailed the 509 in Florida not long ago and found it to be a fine ocean sailing yacht that embodies the Jeanneau philosophy of delivering quality and value in a package that is both comfortable to live aboard and fun to sail. Look for our review of the SO 509 in the upcoming October issue of BWS. Also new this fall is the Sun Odyssey 41 DS. A deck saloon design, the 41 has a raised deck and large cat’s-eye windows on both sides. The hull has a chine that runs almost all the way forward from the stern, which enhances interior volume, and a hint of added stability. Down below the 41DS offers a huge owner’s stateroom aft, a large guest cabin forward, and a roomy and sociable saloon with a large galley. The new 41DS packs a lot of cruising accommodations and style in a 41-foot hull. www.jeanneau.com

MOODY
Several years ago, the Moody brand was bought by Hanse in Germany and relaunched as a luxury yacht brand with an innovative 45-foot raised pilothouse cruising boat. Following that, the brand was supplemented with a more traditional-looking sloop design that evokes a North Sea or Scandinavian style. The Moody 41 will be on display at the fall boats shows. The boat has a traditional transom, which folds to make a swim platform, and a fairly plumb bow. The cockpit has twin wheel, a centerline table and a partial windshield as in a Hallberg Rassy or Najad. Down below, the 41 is fitted out in classic Bristol fashion with white bulkheads and highly varnished mahogany cabinets, drawers and details. It all looks very elegant, comfortable and delightfully traditional. The Moody 41 will make a fine world cruiser for a couple who wants modern design with a traditional touch. www.moodyboats.com

MORRIS
The new Morris 52 is the latest and largest M Yacht in the Morris line of classic-looking daysailers, weekenders and cruisers. The 52 has a sweeping sheer, long overhangs, a low-slung cabin and a large, deep cockpit. Her beam is modest by modern standards and her rig large enough to be really impressive. The sail plan offers a huge mainsail and a self-tacking jib. Unique among modern designs, the 52 has no bow or stern pulpit, so her lines look uncluttered and sweet. Down below the 52 has a bright interior that evokes centuries of classic sailboats and the sea. A standard layout would offer a large double cabin aft and a master suite forward with a comfortable saloon and small galley in between. The bulkheads and doors are raised panel joinery that is either painted white or varnished with the typical Morris deep shine. BWS sailed the 52 last summer, so look for the review in the October issue. www.morrisyachts.com

TARTAN and C&C
This fall at the big boat shows, you are bound to find a good collection of Tartans and C&Cs on display. Tartan now builds their classic American-style cruisers in sizes from 34 to 53 feet, and each is created with an epoxy hull, carbon spars and Cruise Control headsail rig. Under new ownership, Tartan and C&C seem to be finding a new lease on business life and have been able to introduce two all-new designs to their fleet this year. The Tartan Fantail 26 is a nifty little daysailer or weekender that has traditional lines above the water with a counter stern, pleasant sheer, fairly plumb bow and a short bowsprit. Below the water, the boat has a spade rudder and a high aspect bulbed fin keel. The rig will be self-tacking and in downwind conditions you can fly an asymmetrical chute from the sprit. The Fantail will have a small auxiliary engine and accommodations for a couple overnighting in simple style. The Fantail 26 was conceived to be available as a daysailer, a club sailboat and a weekender. www.tartanyachts.com The first new boat from Tartan and C&C not designed by Tim Jackett in many years, the new C&C 101 was drawn by Tom McNeill, who works as an in house designer at the company. A flashy little sprit boat, the 101 has a thoroughly modern and powerful hull with nearly 11 feet of beam and a six-foot, six-inch keel. The boat will be able to carry a lot of sail. No doubt the 101 will be a winner on the racecourse. Down below, the boat will have the simple but refined accommodations one expects from a C&C. For those looking for a true racer-cruiser in the small end of the fleet, the new C&C 101 will fit the bill. www.c-cyachts.com

Pacific Seacraft 61: Catari • People who build boats—particularly those who create custom boats for special clients—are in the business of making dreams come true. It’s not always easy, but put together a collaborative client who knows what he wants, a famous designer who has the skill and imagination to bring the vision to life, and a builder with the skills and integrity to turn the drawings and specs into reality, and you have something very special.

That’s just what has been happening over the past two years, as yacht designer Bob Perry has worked with a special client in Annapolis, MD. The client was already working with Steve Brodie, owner and president of Pacific Seacraft Yachts in Washington, NC, and their mutual goal was to come up with a suitable cruising boat for a family to roam the planet’s oceans. The result, as shown here, is a truly handsome 61-foot ketch that is long and lean and appears to be itching for blue water. Catari has a traditional flair with a springy sheer, ketch rig, counter stern and raked transom. On deck, the design has been given two cockpits—one for handling the ship and one for relaxing and light sheet handling. The aft cockpit has a rigid dodger that will protect the crew in sour weather.

Under the water, Catari has a fairly high-aspect spade rudder and modern cruising fin keel with the ballast positioned quite low to enhance stability. Although it is hard to see from the drawings, the hull appears to have a sweet shape that will reduce—if not eliminate—pounding when sailing to windward.

Below decks, the custom cabin layout is very much the client’s choice. In the instance of Catari, there are two entrances below decks—one into the aft cabin from the aft cockpit and one into the saloon from the center cockpit. The master cabin aft is spacious with a big double berth, a sea berth, and a huge head and shower.

Perry is a good cook and has drawn many excellent galleys for his discerning customers over the years. His client for Catari is also a foodie, so the galley looks like a masterpiece. In fact, Mario Batali will probably want to start sailing if he happens to catch a glimpse of Catari’s kitchen.

Pacific Seacraft is building the hull mold this summer and will start work on Catari in the fall. The idea is to make the 61’s hull and deck the key elements of future semi-custom yachts for owners who want to create an interior and sailing rig that fits their own sailing dreams.

Making magic. Fulfilling dreams. Not a bad way to spend a day—or two years. For more on Bob Perry, visit www.perryboat.com. For the scoop on Pacific Seacraft, visit www.pacificseacraft.com.

DESIGNER’S COMMENTS: ROBERT H. PERRY
This design project started life as a 49-foot “simple” cruising boat for an Annapolis couple. But there was no hurry, so the client and I took our time and indulged ourselves by exploring a myriad of approaches. In time, our simple 49-footer became a fairly complex 61-foot ketch with design solutions to satisfy all of the client’s potential cruising needs. It’s been a long process, but one I have enjoyed every step of the way. The client is happy and I am happy.

But I can’t take all the credit. Over time, the client and I assembled a team to work on the project. There is, of course, Pacific Seacraft owner Steve Brodie, and Steve’s foreman, Thumper Brooks. A buddy of mine, world-class sailor Tim O’Connell, came on board to help with the deck layout and sailing systems. All of the conceptual 3D rendering work was done by my pal Rick Beddoe. Engineering is being done by Ivan Erdevicki, a long-time associate of mine who works in Montenegro. Final 3D renderings are being done by Jody Culbert, who has the daunting job of translating my 2D scratches into extremely accurate and very beautiful 3D models in preparation for CNC tooling.

The most unique feature of this big, fast ketch is the dual cockpit configuration. We tossed around ideas about where the cockpit should be, but couldn’t decide whether to have an aft or center cockpit. Each has distinct advantages, so we went with both. The handling of the boat will be from the aft cockpit, while the center cockpit will be for lounging and al fresco dining. Some halyards and controls are led to the center cockpit to minimize the pile of lines aft. PSC has done extensive, beautiful, full-size mock ups of both cockpits to verify that the details and contours all work.

The interior revolves around the big galley, as my client is a great cook. The workshop adjacent to the engine room has been designed to double as a nursery should a small child be aboard. I have given a lot of attention to every available cubic inch of interior volume in keeping with the client’s demanding requirements.

Because we have a traditionally raked transom and counter stern, a swim step aft was out of the question. Instead, I have gone with a transom door that hinges down to provide a boarding platform.

The ketch rig was the owner’s preference. Why? Because he likes ketches. The ketch rig offers unique advantages for a large cruising boat and suits the classic hull proportions of this design. I have configured the rig so that the mizzen will be a true driving sail and not just an ornament or a place to mount the radar.

I like to think I am my own worst critic. It often takes me a while to warm up to my newest design. But at this stage, I know Catari very well and I really like it.

BAVARIA VISION 46  • Last summer, we spent a day in Annapolis, MD with the Bavaria USA team getting a first look at the brand new Bavaria Vision 46. Included in the party was Daniel Kohl from Germany, who is the chief of new sailboat development for Bavaria. Among other achievements, Daniel sailed Star boats for the German team in the Olympics. He definitely knows the pointy end from the square end.

As we expected, the Chesapeake was a millpond all morning, so we spent a few hours pulling the boat apart and delving into the process of how the new Farr design came about.

THE VISION
Two years ago, Bavaria was acquired from Bain Capital by a new investment group, which brought in a new set of managers to run things. With this sweep at the top, the company was poised to build on existing strengths and then move in new directions that they see as the future of yacht building. The Farr-designed Cruiser series that was introduced to North America last year was a theme created by the prior management team and tweaked and improved by the new team.

The Vision 46 is the first of the Bavarias to come from the new management team and from Daniel, who spent six months traveling to seven countries to meet with dealers and interview Bavaria owners, prospective buyers and cruisers. With reams of hard and soft data in hand, Daniel and his team sat down with the designers at Farr to come up with a hull and layout that satisfied the needs of the market.

The result was the Vision 46, which was created to make the most of elegant on-the-water living, provide true comfort at sea and at the mooring, and act as a modern push-button sailboat that will be easy for a singlehander or a couple to handle in all conditions. That was the vision.

PUSH-BUTTON SAILING
With the sea breeze still hours away, we took the opportunity to put the 46 through its paces under power. The boat is equipped with Bavaria’s Dock Control system, which allows joystick maneuvering in very tight quarters. The system employs retractable bow and stern thrusters and the main engine to maneuver the boat forward, backward, sideways and at any angle fore and aft.

The 46 was moored in a tight berth next to the Chart House with a boat ahead of us and only about 25 feet of channel to navigate out to the open water. We dropped the mooring lines and Daniel manipulated the joystick so the 46 crabbed directly sideways. Once clear of the boat ahead of us, he pushed the joystick forward and the boat motored ahead; all he needed was a couple of small tweaks to keep the boat straight and the topsides clear of the boats on both sides.

Once in the clear, Daniel handed over the joystick and, with about a minute of instruction, left me in control. Even if you didn’t grow up playing video games or toying with model cars or airplanes, the joystick is easy to use. I was able to get the boat to spin neatly in circles, crab sideways, and move at any angle I chose. In 10 minutes I had it nailed enough to be confident I could back the 46 down the narrow channel and into her slip in reverse.

I lined up the channel and then backed slowly, moving the bow and stern back and forth to keep us in mid-channel. I stopped the boat abreast of her slip and then held the joystick over and we crabbed sideways up against the dock. Nothing to it.

Another push-button option that Bavaria will make available is the new Trim Control system. Using Lewmar captive winches on the main and jib sheets and the auto-tack function on the autopilot, Trim Control allows you to trim, ease, tack and jibe by pushing buttons at the helm. The boat we sailed in Annapolis did not have the Trim Control option.

While Trim Control and Dock Control add a level of complexity that may be daunting to some, the technology is not particularly exotic and both systems can really enhance the whole sailing experience. The only physical hazard will be thumb calluses from button pushing.

LUXURY
In the many interviews that Daniel and his team conducted, the overwhelming majority of skippers and couples emphasized how heavily comfort and style weigh on their decision about which boat to buy.

Starting with the cockpit, the 46 has a fold-down transom that makes a good swim platform and dinghy landing. The aft back seat between the helms folds up to allow you to step down to the platform. With twin wheels, access aft is easy and the helmsman has great visibility from both sides.

The companionway has been offset slightly to starboard, which makes room for an L-shaped dinette to port and a bench seat to starboard. The outside dinette has a table that can be lowered and incorporated into the seats to make a large sunning bed where two adults can stretch out comfortably.

The low arch of the cabintop gives the 46 a contemporary look without making the boat look bulbous in any way. The angle of the cabintop as it runs into the cockpit provides a nice high back to the bench seats on both sides. These two nooks in the cockpit, well protected by the cabintop and a dodger, will be where you hang out while on watch or just reading at anchor. The design of the backrest all around the cockpit is ergonomically perfect for old backs like mine.

Down three steps in the saloon, you have the galley to port with the sinks on the boat’s centerline so they will drain on both tacks and the huge fridge and stove outboard. The aft cabin is accessed through the galley. There, you will find two large single berths with ample space between them for climbing in and out. This is a great guest cabin or will work well for two children.

The main head and shower stall are to starboard and the space is large enough to double as a wet locker while underway. Aft of the head, there is another cabin that can either be a huge starboard cockpit locker with adjustable partitions, or a third sleeping cabin with a single bunk.

The dinette is L-shaped and, like the cockpit arrangement, has a table that can be lowered to form a large double berth. To port is a bench settee that has a table in the middle section that can raised and lowered to suit your needs.

The master stateroom forward has a centerline double berth with storage under it and plenty of hanging space. The cabin can either have a small enclosed head or the space can be used to build a desk that can be used as an office or as a vanity.

The finish of the interior joinery is of a very high quality and the construction of drawers, doors, cabinets and bulkheads has a traditional quality about it that belies the ultra-modern look.

There are seven deck hatches, a large forward window and large side windows, so the boat’s interior is flooded with a huge amount of light and there is excellent ventilation. The boat we sailed had Oceanair screens and blinds on the hatches, and Venetian-style blinds on the forward and cabin-side windows.

The large square ports in the hull in each of the cabins gives a great view of the harbor outside when you are lying on your bunk or seated in the saloon.

The living spaces of the 46 have been laid out for the way we live—outdoors during the day and perhaps for the evening meal, and then down below for the evening and night. The boat will entertain a small crowd (say 20 people), can accommodate up to eight for meals, and happily sleeps four with room for two more in a pinch.

WIND AT LAST
We set off in mid-afternoon in search of the sea breeze. Off the U.S. Naval Academy we rolled out the big mainsail with its vertical battens and then the 110 percent genoa. The Elvstrom sails on the boat were as nice a set of roller sails as I have seen. No doubt an Olympic sailor is particular about the sails he specs for the boat.

All of the halyards, the mainsail control lines and the vang run through a deck-top conduit to a winch on the cabintop, and the two jib sheets run aft to the primary sheet winches on the coaming. The mainsheet does not have a traveler; instead, the sheet is double-ended and led through blocks on the cabintop, then along the boom to the mast, then aft on both sides to after winches next to both wheels. This arrangement allows you to use the mainsheet and the vang to shape the mainsail, whether by hauling it to windward in the light stuff or to leeward to depower the sail. Very simple.

The jib sheets inside the lower shrouds, so the sheeting angles are tight. This translates into excellent close-winded sailing. We tacked the 46 inside 80 degrees.

The wind stayed light until it was just about time to come in, but did in fact start to puff above 10 knots for a while. In the stronger breezes, the 46 showed what she is made of Upwind, she put her shoulder down and steadily accelerated. We suspect the new instruments had not been calibrated so the 21 knots on the speedo was probably a bit high. In fact, in 10 knots of wind and cracked off slightly, the 46 sailed easily at 6+ knots; off the wind she held 6 and probably hit 7 in the puffs.

The boat sails easily, is handy, and the sailing rig has been very well thought out. The new Vision 46 will make a handsome and comfortable family cruiser that can take you anywhere you might choose to go in luxury and style.

Bavaria Vision 46
LOA45’10”
LWL42’2”
Beam13’8”
Draft5’6”
Displ.27,116 lbs.
Sail Area1,109 sq. ft.
Air draft63’6”
Water153 gals.
Fuel55 gals.

Bavaria Yachts USA
Annapolis, MD
410-990-0269
www.bavariayachts.com
info@bavariayachts.com