Curtis, sorry for the delay, I was away. The whole standing rigging was dismantled and changed with new wires and Stalock fittings. Spreaders were dismantled and inspected but didn't need anything. I wouldn't worried about your spreader. Spreaders with some play are common on many riggings, as long as the play isn't excessive because or wear or a broken part. The tough part was to dismantle the anchor bolt for the upper shrouds, The damn thing was hard to get out because of the usual mix of aluminum/stainless corrosion. Removal was necessary for inspection and because of stories about C&C 27 similar bolt being cut through by the wire halyard. The bolt was perfect, as good as new.
Longer passages are the ones when you can choose your weather for departure and will have no choice but to cope with whatever comes up after. Usually, anything longer than two days is a good candidate. You then really need the storm jib, hoping you will not use it. I grew in sailing with hank-on sails and it took a while adjusting to the roller furling, especially when winds builds up. The right sail for the right wind really make a big difference. On the ocean, the roller furling combined with a removable inner forestay gave me the best of two world. The roller furling gives you flexibility in fair winds and the ability to really choose the surface area in heavy wind downwind. Up-wind the inner forestay gives the ability to fly a jib that will really get your boat moving in heavier weather. In costal cruising day to day , the inner forestay is more a nuisance than anything else and this is when you want it removable. I installed a folding prop because my previous prop was a fixed three blades, The folding Varifold gave at least half a knot and as much as a full knot advantage. Much easier to experience 7 knots speeds with the folding. On an ocean crossing, it cut almost one day off for every week. Waves: I found near shore waves are more frightening than far away ocean waves, even if the later can be much bigger. On the ocean, you get three feet as soon as there is some wind. Six feet as soon as the wind builds up a bit and when things gets a bit tougher, it jump to 9 feet. I've seen 12 feet and more on a number of occasions. The boat behaved well in all circumstances except for a set of particular waves in the gulf of Biscay (about 12 feet high), but nasty because they had the tendency to turn the boat on the side, attempting to roll it. We had a knock-down with one of these waves. The boat does not drive thru the waves, it mostly climb them easily. The worst thing is upwind. Once in a while, the boat will fall of an irregular wave and slam into the next one. I didn't know how well built C&Cs are before that crossing. To give you and idea, when I came back, I dismantled ale main cabin bulkheads to clean and inspect, to find out that all screws were bent after the slamming in the waves. Diesel, I used only half of my 25 gallon reserve between North America and the Azores, mostly for battery charging and motoring the final 12 hours to the Azores. Water, with three people on board, we used only half of the 38 gallon reserve in 18 days. Holding tank of 20 gals, with a system to pump out at sea on the ocean. I don't know what is a larger, more ocean capable boat. An ocean capable boat is first a well designed and well built boat that is in top shape. It might be 40 years old as well if it is in top shape. Top shape means that weaknesses of the boat are known and have been addressed, that all system have been reviewed, repaired and replaced where needed, that fundamentals such as steering system, keel bolts, hull deck join, mast step, chainplates and bulkheads have been either inspected, dismantled, repaired, reinforced. The rigging is new or recent, sails are new or recent. Then you need a very well trained crew. Remember that in most stories, crew failed first by not knowing how to react. You have a nice sail inventory, albeit a bit shy in the heavy range, but fine for most coastal cruising. How often have you tried your 110% with two reef points? Get out in rough weather to try it out and take notes of things such as block positions, make marks on the halyard for reef points. Is discovered in a rough weather trial that my opening block were breaking open easily when the sail was flapping and fixed it. Do not discover these things once you're gone on the ocean. Did you ever tried rough weather at night? Go ahead and do it. Best of luck Antoine Le 2014-08-20 à 08:25, Curtis via CnC-List a écrit : > Thanks Antoine, > Thanks for the help. I have a question for you. When you and I talked before > you told me you upgraded your standing rigging for off-shore sailing, Well > did you change your spreaders or do anything to sturdy them up? Both of mine > are pined on and will move around a little, like 1/2 to 3/4 of an inch front > to back? Is this normal. I had an inspection done by a rigger and he said my > standing rigging looked great and maybe sometime ago it may have been > changed. no reason to worry about the rigging he said. The port side I can > see the chin > He said id not look to be 33 years old to him? I should only replace if its > bad right? > Anyway back to the sails. I have never used a hank on reef-able > head sail. Should I use this as my working sail and reef in heavy wind? or > would you suggest replacing it with a storm jib? Keep in mind I will be > coastal cruising mostly, Maybe going to the Caribbean an the Bahama's. If all > goes well with the wife maybe other ports of call. > > Part of the original question, I was looking for the comfort ratio for the > C&C30 mk1 as far as pitch yaw and roll, compared to other boats its size. > I also wanted to know how well it will do in the waves? How well it drives > threw. How well it recovers. > Did the Rose have a mertec 2 blade folding prop? > > My Auxiliary power is a 2gm20F with 20 Gal fuel tank under the steering helm. > 18 Gals of water starboard side under the seat, 10 Gal under the v-birth > 13 Gal holding tank. > > My inventory looks like this. > 1) Standard working main. Full batten 3 reef points > 2) Racing main. Full batten 3 reef points > 3) Asymmetrical cruising spin with sock > 4) "Hank on" 110% Head sail with 2 reef points > 5) "Hank on" 135% > 6) "Hank on" 170% > > I guess what I am getting at with all this; My wife have sailed the East > Coast Lady hard for 2 years now. She is a very fun boat. Her acceleration > when the wind picks up if fantastic. I can trim her out on a broad reach and > almost sail hands free. We just have not taken her out on the ocean. We live > some 10 miles from the ocean, Up the Port Royal sound in Beaufort SC. We both > are wondering if we should use this boat as a trainer before moving to a > larger, more ocean capable vessel? As I said before most of it will be > coastal harbor hopping. With a few 1 to 2 night offshore trips here and > there. Just trying to bounce the Idea of keeping this boat. She is such a > good boat. > > Thanks again. > > > On Wed, Aug 20, 2014 at 5:58 AM, Tim Goodyear via CnC-List > <cnc-list@cnc-list.com> wrote: > Same on the Swan 42 I race on (put together by the sailmaker). The focus > there is on performance. > > Tim > > On Aug 19, 2014, at 9:48 PM, Indigo via CnC-List <cnc-list@cnc-list.com> > wrote: > >> Sailed a j133 back from Bermuda recently. Prominently taped to the inside of >> the companionway was a pretty neat diagram / graph. X axis was wind speed y >> axis was wind angle (forget if true or apparent). The rectangle was filled >> with multiple adjoining shapes each representing a particular head sail or >> spinnaker. I guess this made it very easy for the racing crew to determine >> when to change sail >> >> >> >> -- >> Jonathan >> Indigo C&C 35III >> SOUTHPORT CT >> >> On Aug 19, 2014, at 13:36, "Della Barba, Joe via CnC-List" >> <cnc-list@cnc-list.com> wrote: >> >>> You can find a sail plan as in the drawings and dimensions easy enough, but >>> a “this much sail in this much wind” written plan is something I never even >>> knew existed until I sailed a charter cat. We had an easier way anyway with >>> the big cat – just watch the rudder angle and reef anytime it got to 20 >>> degrees. >>> >>> >>> >>> Joe Della Barba >>> >>> Coquina >>> >>> From: CnC-List [mailto:cnc-list-boun...@cnc-list.com] On Behalf Of Curtis >>> via CnC-List >>> Sent: Tuesday, August 19, 2014 1:27 PM >>> To: Josh Muckley; cnc-list@cnc-list.com >>> Subject: Re: Stus-List C&C30MK1 sail plan >>> >>> >>> >>> Yeeea, Maybe I was not clear on my point.I am kinda just looking for >>> written speck's on the boat. I wanted to have it in my book. I wanted the >>> official C&C version. I would like to see how the numbers measure up other >>> boats. Not looking for sailing advise. I know when to shake one out or the >>> fly the kite. That's why I gave an example. >>> >>> Thank you for your help. >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> On Tue, Aug 19, 2014 at 12:48 PM, Josh Muckley via CnC-List >>> <cnc-list@cnc-list.com> wrote: >>> >>> Good point Joe. I did make the assumption that he was talking about a >>> monohull despite referencing a catamaran. >>> >>> Josh >>> >>> P.S. So the charter companies don't like seeing their boats sailed properly? >>> >>> On Aug 19, 2014 12:20 PM, "Della Barba, Joe via CnC-List" >>> <cnc-list@cnc-list.com> wrote: >>> >>> You are missing a vital point. Charter cats NEED a written sailplan. They >>> have little to no steering feel and don’t heel until it is too late. If you >>> leave too much sail up they might just round up against full rudder, go >>> really fast but ruin the sails*, break something, or perhaps capsize. It >>> should be very obvious when a C&C needs some sail trim. If you need both >>> hands on the wheel to steer and the rail is underwater that is a good hint. >>> You also need to know the strength of the sails and the strength of the >>> crew. My #1 genoas could be used off the wind in a lot more wind than would >>> be good for the light cloth. My spinnaker is a light air sail for us while >>> cruising. We don’t have the manpower to handle a heavy air spinnaker run >>> with just my wife and I to do all the work. >>> >>> >>> >>> *do not show charter company video of their boat doing 15 knots. Just sayin’ >>> >>> >>> >>> Joe Della Barba >>> >>> Coquina >>> >>> C&C 35 MK I >>> >>> Josh Muckley >>> S/V Sea Hawk >>> 1989 C&C 37+ >>> Solomons, MD >>> >>> On Aug 19, 2014 10:32 AM, "Curtis via CnC-List" <cnc-list@cnc-list.com> >>> wrote: >>> >>> Can anybody give me the sailplan for my boat? What sail to use under what >>> wind condition. What is the comfort rating, tern over ratio. I have no >>> paper work with this boat that shows this information. It would be nice to >>> have a printed version of this information. >>> >>> >>> >>> example on sail -plan >>> >>> The sail plan for a Lagoon 380 in sustained winds is as follows: >>> >>> Force 5 winds (up to 22 knots): full sail, both main and jib. >>> >>> Force 6 winds (22 to 26 knots): one reef in the main and full jib. >>> >>> Force 7 winds (27 to 28 knots): one reef in the main and one reef in the >>> jib. >>> >>> Force 7 winds (29 to 33 knots): two reefs in both the main and the jib. >>> >>> Force 8 winds (34 to 38 knots): two reefs in the main and three reefs in >>> the jib. >>> >>> Force 9 winds (39 to 44 knots): drop mainsail completely and three reefs in >>> jib. >>> >>> Above 44 knots, all sail is dropped and the mainsail bag and boom will be >>> quite enough sail, thank you. >>> >>> Thanks for your help... >>> >>> -- >>> >>> Best regards, >>> >>> Curtis McDaniel, >>> >>> C&C 30-MK1 East Coast Lady >>> >>> Port Royal, >>> >>> South Carolina >>> >>> cpt.b...@gmail.com >>> >>> >>> >>> ~~~~ __/) ~~~~ >>> >>> . >>> >>> >>> >>> _______________________________________________ >>> This List is provided by the C&C Photo Album >>> >>> Email address: >>> CnC-List@cnc-list.com >>> To change your list preferences, including unsubscribing -- go bottom of >>> page at: >>> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >>> >>> >>> _______________________________________________ >>> This List is provided by the C&C Photo Album >>> >>> Email address: >>> CnC-List@cnc-list.com >>> To change your list preferences, including unsubscribing -- go bottom of >>> page at: >>> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >>> >>> >>> >>> _______________________________________________ >>> This List is provided by the C&C Photo Album >>> >>> Email address: >>> CnC-List@cnc-list.com >>> To change your list preferences, including unsubscribing -- go bottom of >>> page at: >>> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >>> >>> >>> >>> >>> >>> >>> >>> -- >>> >>> Best regards, >>> >>> Curtis McDaniel, >>> >>> C&C 30-MK1 East Coast Lady >>> >>> Port Royal, >>> >>> South Carolina >>> >>> cpt.b...@gmail.com >>> >>> >>> >>> ~~~~ __/) ~~~~ >>> >>> . >>> >>> >>> >>> _______________________________________________ >>> This List is provided by the C&C Photo Album >>> >>> Email address: >>> CnC-List@cnc-list.com >>> To change your list preferences, including unsubscribing -- go bottom of >>> page at: >>> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >>> >> _______________________________________________ >> This List is provided by the C&C Photo Album >> >> Email address: >> CnC-List@cnc-list.com >> To change your list preferences, including unsubscribing -- go bottom of >> page at: >> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >> > > _______________________________________________ > This List is provided by the C&C Photo Album > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go bottom of page > at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > > > > > > -- > Best regards, > > Curtis McDaniel, > > C&C 30-MK1 East Coast Lady > > Port Royal, > > South Carolina > > > cpt.b...@gmail.com > > > > ~~~~ __/) ~~~~ > > . > > > > _______________________________________________ > This List is provided by the C&C Photo Album > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go bottom of page > at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >
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