Pacific Yachting and Sailing

790 Mariner Park Way * Santa Cruz, Calif. 95062
831-423-SAIL (7245) * 800-374-2626
http://www.pacificsail.com * e-mail- sail@cruzio.com

Update

"Twenty years from now you will be more disappointed by the things you didn't do than by the ones you did do. So throw off the bowlines. Sail away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover." ---Mark Twain

Bareboat Sailors Engulfed by Hundreds of Dolphins

A couple of weeks ago a group of Bareboat Charters were treated to hundreds of dolphins enjoying their bow waves. I’m supposed to mention that this was the first time use of a new camera. I’m very impressed, how about you?

http://www.youtube.com/watch?v=O2A5tTgZkVg

Sailing 101

In the recent CNN.com report - Experiences make us happier than possessions it was noted that while the initial joy of acquiring a new object, such as a new car, fades over time . . . experiences, on the other hand, continue to provide happiness through memories long after the event occurred.

Sailing provides piece of mind, mental exercise and physical relaxation in a clean environment. Many new sailors over 60 claim learning to sail takes away self-doubt and creates a sense of “I can do anything again.” Younger customers go sailing for relaxation, freedom and ultimate decompression. Women particularly report a sense of well-being and self-esteem gained by learning this new skill. Family members who learn together gain healthy reliance on each other, participating as a team in the ultimate bonding experience. Singles meet others with similar life goals.

Northern Gray Whale Migration

The Grey Whales are currently migrating back to Alaska with their newborn calves by their sides. During their northern migration they swim close to shore to protect them from attacks from Great White Sharks. This is often when the best viewing can take place because they are moving more slowly because of their young calves and also they are swimming against the current. Occasionally the water is filled with spouts going off one after another, looking like a long line of steam locomotives spouting out in the ocean.

If you are itching to go sailing and are not yet certified, you can always request a pacific Yachting Bareboat Certified Sailor through the crew list to orchestrate putting together a sail on a particular date. You are welcome to use the crew list to make this request. Please click here for more information. http://www.pacificsail.com/crewlist.html

Spring Savings for New Sailors

The special we are offering is the normal group rate for 4 weekends is $1,215.00. If you commit to the entire four courses-Basic Sailing and Seamanship, Basic Coastal Cruising, Intermediate Coastal Cruising, and the Bareboat Course, we will give you the price of $1,125.25 and you can pay in 4 separate payments ($281.25) before each course.

Upcoming ASA Courses conducted every Weekend through November 1st.

Upcoming Class Openings

Every weekend now, we have our four primary courses scheduled. After a student has completed eight days of instruction, we incorporate the review/check-out into the last day. Most students that are serious about becoming certified pass all of the practical requirements to Bareboat Charter on your own (with qualified crew).

Basic Sailing and Seamanship ($230.) http://www.pacificsail.com/basic.html

Basic Coastal Cruising ($325.) http://www.pacificsail.com/bcc.html

Intermediate Coastal Cruising ($325.) http://www.pacificsail.com/icc.html

Bareboat Course ($335.)-http://www.pacificsail.com/advannav.html

Please note: If you have taken all of the Pacific Yachting courses- Basic Sailing & Seamanship, Basic & Intermediate Coastal Cruising, Bareboat Chartering the ASA written exams which includes the two textbooks, Sailing & Cruising Fundamentals, a log book, and 3 written exams and membership to ASA is $189. For more information on the American Sailing Association please see info below.

Review Check-outs

This is a great time of year to consider joining a review/check-out.
This one day course is for seasoned sailors that want to have a review in docking practice, man over board procedures, traveler use, reefing, proper sail settings related to the wind conditions, etc. It’s fine if you are currently certified and have been chartering prior. Think of it like taking a ski lesson to make sure you don’t break a leg in the beginning of the season and actually may find that you could probably pick up some new tips that you may not have ever known.

We always recommend taking the 2-day Bareboat course over the Review/Check-out to really refine your skills.

Review/Check-out –cost $170. Per person/$155 members/ 1 day only – 7 hrs. 9:30am-4:30pm
http://www.pacificsail.com/review.html

Destination: Monterey, California

Once a month we will be taking a boat to Monterey for the week-end.
These sails are open to experienced and novice sailors as well. This is a good adventure for those that want to sail to a destination, participate in the sail, or just enjoy the ride. Monterey has so many attractions within walking distance of the Harbor. No car needed in this pedestrian-friendly city. We will depart the Santa Cruz Harbor at 11:00a.m on Saturday (likely arrive in Monterey around 4:00p.m.) and return to Santa Cruz Sunday afternoon.

Cost is $300. Per person $280.00 per person (Members), $280. Per person for a couple.
Cost includes a 34-26 foot yacht and USCG Licensed Captain.
Food and bedding not included.

Within walking distance of the Monterey Harbor and Fisherman’s Wharf - the internationally renowned Monterey Bay Aquarium www.montereybayaquarium.org with its fascinating interactive exhibits. Culinary and history buffs will swoon at the sights, sounds, smells and tastes on the Wharf - www.montereywharf.com, the historic Cannery Row waterfront- www.cannery-row.com fascinating Maritime Museum- www.montereyhistory.org and Historic Walking Tours (link), just for starters.

Automobile buffs will thrill to the adrenaline of the "Corkscrew Turn" at Laguna Seca Raceway www.mazdaraceway.com, the annual Concourse ‘de elegance www.pebblebeachconcours.net and glamorous classic car auctions and displays just steps from the Harbor- www.rmauctions.com

Come and sail with us to a destination as thrilling as the sail itself. So close, just across the Bay, yet a world away: Monterey, California.

Advanced Coastal Cruising

The Advanced Coastal Cruising Course is a four-day sailing expedition that will offer advanced sailing and local challenges on the Monterey Bay and Pacific Ocean.
Remember first article in this update. This course will be an experience you carry with you the rest of your life.

The first day we will review Coastal Navigation and sail to Monterey and get a slip or anchor out. The following day we'll head around Pt Pinos, and head down towards majestic and rugged Big Sur Coast. That night will be anchored in Stillwater Cove, Carmel off of one of the most prestigious golf courses in the world, Pebble Beach. The next day we will head north west and experience some real ocean sailing and then turn northeast to Moss Landing Marina. The last day will not only be challenging navigation practice to get back to Santa Cruz, it's usually a beat back home which will really fine tune your sailing skills. Our Advanced Coastal Cruising Course is an excellent way to experience our local waters safely and with expert instruction. Any segment of the voyage can be arduous, challenging and adventurous. It requires good sailing skills, patience, and teamwork. Please click here for the entire course description. Please click here for the full course description- http://www.pacificsail.com/advancoast.html

Moss Landing and dinner at- Phil’s or the Whole Enchilada

Moss Landing has the reputation as a melting pot of derelict fishing boats and sailboats that couldn’t get a slip in Santa Cruz because the 20-year wait was too long. What a better way to experience sailing down to Moss Landing, eating at the world renowned Phil’s Fish Market, http://www.philsfishmarket.com/index.html, or The Whole Enchilada- http://www.wenchilada.com/ and sailing back to Santa Cruz on Sunday.

Cost is $300. Per person $280.00 per person (Members), $280. Per person for a couple. 4 people Max.
Cost includes a 34-26 foot yacht and USCG Licensed Captain.
Food and bedding not included.

Netting Plastic and Marine Debris

Remember the classic scene in the movie, "The Graduate" at Benjamin Braddock's (Dustin Hoffman) college graduation party. One of his father’s friends came up to him and said: “One word son- PLASTICS!” I have occasionally thought to myself, yes, I should have listened to that line and pursued a career manufacturing anything plastic, becoming a multibillionaire, until now. I’m quite content running a sailing school, working on ways to clean up all of that plastic I could have become rich off of.

All Pacific Yachting boats will have fishing net on all of our boats located in the outside lazarette for netting trash and plastic on our marine sanctuary. Please do your part in helping the marine environment.

Marine Debris:
Oceans or Landfills?

There is an area in the North Pacific Ocean between California, Hawaii and Japan that is accumulating garbage at an alarming rate. This area, commonly known as the North Pacific Gyre, has been transformed into something that resembles a plastic soup. It is the result of our "disposable lifestyle" and it’s only getting worse. It is becoming clear that our "out of sight, out of mind" attitude towards garbage is threatening the future of our oceans.

What is Marine Debris?

Marine debris has been defined by NOAA as any persistent solid material that is manufactured or processed and directly or indirectly, intentionally or unintentionally, disposed of or abandoned into the marine environment or the Great Lakes. In layman's term marine debris is trash or litter that ends up in our rivers or oceans. It is found throughout the ocean; from coastal waters to the open ocean and from the ocean’s surface through the water column to the seafloor. 60-80% of all marine debris and 90% of all floating debris is made from plastic. The single most common marine debris item is cigarette filters or butts. Other common types of debris are food packaging, paper products, metal, glass and fireworks.
Where is all this garbage coming from?

It is estimated that 6.4 million tons of litter enter the world's ocean each year. 80% of marine debris comes from land-based sources while only about 20% comes from ocean-based sources. The most common sources of marine debris are: People that litter, Municipal landfills, Transportation of garbage and debris, Open trash collection containers, Industrial facilities, and Beach visitors.
Today, Americans lead lives of excessive consumption characterized by convenience. In 1960 the average American created approximately 2.68 pounds of trash per day; by 2006 garbage generation had nearly doubled with individuals creating 4.6 pounds of trash each day. In 2006 only about 30% of our waste stream was recovered in any way (compost or recycling).
Plastics are the fastest growing portion of our municipal solid waste stream, comprising approximately 12% of municipal waste in 2006 (Only 6% of plastics were recycled in 2006!). The increase in trash generation by Americans is directly related to the increase in disposable plastic products. US plastic resin sales grew at an average of 5% a year from 1960 to 2000, from 6 billion pounds to 108 billion pounds a year. Plastics are the most prolific and dangerous type of marine debris.

http://www.riseaboveplastics.org/

If you want the American Sailing Association Certification, which is optional, the cost for the textbooks- "Sailing Fundamentals", "Cruising Fundamentals", the ASA Logbook, and the three written exams- Basic Keelboat, Basic Coastal Cruising and Bareboat exam is an extra $189.00 which also includes the ASA membership. Most students take all of the written exams after they have passed the practical Bareboat checkout (day eight). The written exams take about 2-3 hours. Students can take them separately if preferred. http://www.pacificsail.com/ASA.html

You are not required to have the ASA Certification to charter boats from Pacific Yachting and Sailing, however we recommend taking the exams to complete your certification process. If you pass all of our on-the-water practical requirements to become a safe and responsible bareboat sailor, we're happy to charter to you with crew that is at the Basic Coastal Cruising level in abilities.http://www.pacificsail.com/crewlist.html

The ASA Certification is a good testing program and taking the written exams will increase your sailing knowledge and can make it easier for you to charter with other companies.

Our Web Site is Helpful http://www.pacificsail.com

Please take some time to check out our web site to help answer some questions like Membership- how much is it and what kind of benefits do I get by joining? Bareboats- what do we have in our fleet and how much does a particular boat cost? What kinds of courses can I take after I'm already certified? There's also a good question and answer section, primarily about our classes.

Corporate Team Building ("Team Challenge" Sailing Regatta)

Put a Team Building Regatta together with your Company (3 or more boats) and get a free Pacific Yachting Membership for the year.

http://www.pacificsail.com/teamchallenge.html

Need an ideal offsite idea? Suggest to your director that he/she plan a weekday offsite team-building event at Pacific Yachting & Sailing.

The PY&S "Team Challenge" provides a unique opportunity to build group spirit in a competitive sailing regatta. A group of 8 to 108 participants are divided into smaller teams of 4 to 6 with a licensed skipper for each team. Regardless of sailing experience, each team member participates in a fun, competitive sailing regatta. It's been known to be the best offsite event ever experienced. Remember to tell your boss that this is training. For more information on "Team Challenge", visit our website at http://www.pacificsail.com/teamchallenge.html

Docking News

Pacific Yachting & Sailing graduates continue to prove that they are quite proficient at docking in our berthing area. We've observed our graduates are really skillful at resolving those conflict- resolution, docking issues.

Thank-you for actually following all of those Pacific Yachting & Sailing Instructors, philosophies. "Slow is good, slower is better." If there's an uncomfortably tight docking situation that you find yourself involved in, relax, - put the boat in neutral, take a deep breath, ask your crew to stand by with a fender or boat hook to gently fend off; at this point you should only be drifting so no damage could possibly happen.

Access the situation. Ideally, if you're backing up, going stern to the eye of the wind is ideal. If the wind continues to push you beam to other boats, just leave the helm and have everyone maneuver the boat around so that the bow or stern is facing into the wind. If you are already beam to touching the leeward boats, you'll just get blown back down on them if you try to do it with the motor.

In neutral give very short, time periods of reverse if the stern and rudder are pointed towards an open area. One of the most important things to do in a tight docking situation is not to panic and to always take your hand off the throttle, completely. The other thing is to be willing to leave the helm and fend off. Lastly, your vessel should only be going at a speed that you, as the skipper, can actually leave the helm and fend off without hurting yourself, your crew, or any boats around you.

Please think about taking a Review Course if you haven't spent much time docking in the last 6 months.

Crew List News

There are plenty of conscientious sailors interested in going sailing with a qualified bareboat certified sailor. So if you're itching to get out on the Monterey Bay and are seeking other sailors to contribute financially and physically, please send us e-mail. The complete directions are on our website home page under crew list. Just scroll down the left frames column to Crew List.

http://www.pacificsail.com/crewlist.html

Dreams come true; without that possibility, nature would not incite us to have them.
John Updike (b. 1932), U.S. author, critic. Self-Consciousness:

Safety Tips 101

These are additional safety tips we truly appreciate all certified Captains to practice.We simply want to reiterate most of the things you were taught and are more than likely already following.
1. Exercise prudent seamanship and to use good judgment at all times. I also agree to have a first mate crew member that has the Basic Coastal Cruising skills or has at taken courses up to the Basic Coastal Cruising level.
2. In addition to honestly completing the pre-cruise check-out thoroughly & honestly, I agree:
a. To perform all of the following tasks with the crewmembers before departing the slip:
i. Teach at least one crewmember how to use the radio, which channels to use, and who to call in case a problem arises.
ii. Show the crewmembers the pre and post cruise checkout form and explain how all of the onboard safety gear works.
iii. Demonstrate and practice reefing with a designated crewmember.
iv. Show at least one crewmember:
1. The proper technique for handling the dock lines and walking the boat out before departing and returning to the slip.
2. How to coil and stow dock lines and fenders on board the boat. (Have them do this while motoring out of the channel.)
3. How to deploy the anchor in a short period of time if needed, even in the harbor entrance.
b. To stay at least a quarter mile away from any shore with the exception of heading into or out of the Santa Cruz, Monterey or Moss Landing Harbors, or when entering or leaving the anchorages at Stillwater Cove, Capitola Moorings or either side of the Santa Cruz Wharf.
c. To stay at least a half mile off of Soquel Point, Santa Cruz Point, and Point Pinos.
d. To immediately turn away from any kelp bed and head for deeper water.
e. To personally verify the conditions at the Santa Cruz Harbor entrance (both depth and swell) before departing and returning to the harbor. If any substantial swell, what so ever, is present, I will turn the boat around and return to the slip if still in the harbor, or proceed to the Santa Cruz anchorage if I am caught outside.
f. To personally verify the conditions on the Bay and not depart from my slip or anchorage if the winds, swell, or fog is dangerous.
g. To navigate at all times and if a severe fog develops, and I’m uncomfortable with my exact position I agree to anchor if close to shore, or call vessel assist for assistance. (Phone # is on the post-cruise ck-out)
h. To have everyone onboard wear a Personal Flotation Device.

Dreams come true; without that possibility, nature would not incite us to have them.

John Updike (b. 1932), U.S. author, critic. Self-Consciousness: Memoirs, ch. 3 (1989).

ASA certification- Why Take the Exams

ASA is a nationally recognized sailing certification and accreditation program. These organizations, which include sailing schools, charter companies, sailing instructors and sailors, set competency standards for both sailing knowledge and on-the-water skills for sailors and instructors from basic to offshore sailing levels.

Certification simply means a person has demonstrated a standard of proficiency by passing both written and on-the-water skills tests (much like a drivers license). It provides a means for charter companies to assess a sailor's ability. There are tests for various levels of sailing from Basic Keelboat to Offshore Passage making.

The Basic Coastal Cruising and Bareboat Chartering standards meet the requirements of many chartering situations. The Basic Keelboat certification is also a recognized State Safe Boating course. To earn ASA certification the sailor must pass a series of written examinations as well as an on-the-water examination of practical sailing skills. Because Pacific Yachting & Sailing is located in northern California, directly on the Pacific Ocean, we require all sailors that want to charter our boats have the Bareboat level of certification.

Please note: If you have taken all of the Pacific Yachting courses- Basic Sailing & Seamanship, Basic & Intermediate Coastal Cruising, Bareboat Chartering and choose not to take the ASA written exams ($189. which includes the two textbooks, Sailing & Cruising Fundamentals, a log book, and 3 written exams and the ASA membership), you can still charter our boats as long as you pass the practical check-out which is incorporated into the last day of the Bareboat Course.
We do recommend taking the written exams and getting the ASA stickers because it will turn the doorknob to chartering with other companies worldwide.

Below is a factual story that I experienced over 25 years ago. I felt that I graduated into the next chapter of sailing life after that time period. This has been in the Pacific Yachting Update years ago but I thought it would be a good way to give you and idea of what we're looking for.

This is a new Sailing Update that will be sent out to everyone that wants to receive it. We'll be looking for sailing related experiences from sailing students, students that are now boat owners and/ or cruising, and from our beloved USCG Captains. We'd prefer good ones that we can all learn something from. Just e-mail them to me at sail@cruzio.com.

Don't worry, we'll still be sending out our other updates, announcing classes, etc. This is just something different. Most everybody likes a good sea story. I sure do.

THE ROMANCE OF THE GULFSTREAM IN WINTER, Marc Kraft

"To follow the road to Nirvana, it is analogous to climbing up many steep, narrow, and jagged mountain ridges while it's storming. You wind back and forth and at times it may seem like you will never get to where you are heading, continually getting knocked down along the way. If, when following this road, it was sunny, flat, and perfectly straight, there would be no Nirvana to reach..."
A Vietnamese Buddhist Monk

Many years ago I took a break from college and my job with the intent to challenge the USCG Captain's License. Having this license would permit me to take out passengers for hire on larger yachts. I had been instructing and skippering small boats as a youth.

Fortunately, I was offered a scholarship to Crawford Nautical in San Francisco to prepare me for the Coast Guard License. After many hours of committed studying, leading to taking the challenging exams, I passed. The Coast Guard License is also called a ticket, which can help get you a job worldwide.

Winter in Northern California is not the best place to be a Captain, so I hopped in my beat up convertible Karmen Ghia that resembled a WWII fighter plane after many battles, and drove straight across the country to Florida. I took the southern route in 3 days with the top down most of the way.

Within a week, I was hired as a Skipper out of Ft. Lauderdale, Florida to take people to the Bahamas and the Florida Keys. Most of the skippers back then didn't have the Coast Guard License, and some had an attitude towards those that did: " It was just a glorified credential." The other skippers had far more time at sea then I had. That winter, I learned more than I'd ever imagined about being at sea and skippering.

I really didn't know what I was getting into. My fears of docking (back there it's just pilings, no floating slips) and navigating, caused me to really study up, now that I was going to be a skipper in a new area. I felt they hired me a little too easily. I really hadn't spent too much time docking a 43-55 foot boats, single-handed, between pilings before. I had never navigated across any open ocean segment either, especially with variable currents. I figured I'd just simulate it the best that I could.

As the winter proceeded, I would always offer the charterers' instruction as a free addition to their week long vacations. I was actually teaching and confirming the skills to myself. At times I felt challenged, wanting to do everything to perfection. I would experience staying up all night, worrying that our anchor would drag in a Bahamian monsoon; going aground in Stilts Ville (a bay of shallow water off Miami) and waving down drug dealers to give us a tow off a sand bar with their expensive Banana Boat, only to have the charter customer throw the tow line in our turning prop. Charter after charter; I spent that winter loving my job and getting a good foundation in the skippering business. I truly got to discover the ultimate beauty of the Bahamian Islands and the Florida Keys.

Spring season arrived and something was telling me that my heart was still back in California where the people seemed to be more ahead, consciously speaking. I knew that I'd be returning to the West Coast as soon as the charters slowed down in Florida. Florida was a bit wild at the time because the previous President had let many of the Cuban desperados into the country. Miami was seemed like the Wild West. You could get shot if you walked into a bar, drove on the freeway, or even sailed to the Bahamas. On the ocean some of the desperados would pretend that they were stranded on a raft, have a gun hidden, shoot you, take the yacht, do a drug deal, and then sink the boat. I read this in Newsweek magazine and heard about it all of the time from the other skippers. I figured that this would never happen to me.

Before one of my last charters, I was walking down the stairs of my sister's condo at 6 in the morning and I ran into her roommate. He was just coming home from the police station. Apparently a couple of thieves walked into an up-scale Bar & Restaurant and began shooting. He showed me his bullet pierced ear lobe. "They didn't kill anyone. Just made everyone give them all of their money and jewelry," he said. He was happy to be alive. Now this was getting too close to home for me.

The Bahamas were so quiet and calm, compared to Florida's chaos. You merely had to make it across the Gulf Stream to get to the tropical oasis. I had a charter that morning for 7 days from Florida to the outer islands of the Bahamas. My job description was to take people to these tropical islands and play with them all week in the warm, turquoise waters: fishing, sailing, diving, eating, etc..... I was looking forward to going to some of my favorite islands, finding a private cove with water so clear you could see the white sand and coral below massive schools of tropical fish. My passengers would work very hard deepening their tropical suntan (burns), thereby proving their vacation fun to their friends back home. I'd disappear to my favorite private spots with my writing pad to work on my unfinished adventure novel. Occasionally, I would imagine Earnest Hemmingway writing or dreaming up scenes right where I was sitting and doing the same thing. (He had a home there in the Bahamas where he was a drunken legend).

The Gulf Stream section of the Atlantic has swallowed many a vessel and airplane. When you leave Florida, the Atlantic starts out mildly, with less than a half-knot current going north towards Greenland. In the middle of the Gulf Stream, the current can reach over 3.5 knots. A seasoned navigator can determine position by testing the water temperature. You have to really know your set and drift formulas with this changing current coming across your beam. You may also experience confused seas when the Gulf Stream and winds are going in opposite directions. Back then; all we used for electronic navigation was a Radio Direction Finder, now obsolete.

I met my crew: 6 college students from Bowling Green, Ohio; five girls and one lanky guy, all pasty white and feeble from a long winter inside studying and finding protection from the bitter East coast cold. They were bubbly and excited for a wild week of sunning, swimming, and partying in the Bahamas. Of course, their reaction to seeing such a young skipper was a little ambivalent, to say the least. I some how eased their fears after a bit of humor and the fact that I had been doing the trip all winter.

Our destination is about 9 hours from Ft. Lauderdale at 6 knots. I told them that we'd be leaving at 2100 hrs. Most prudent skippers leave at night so when you arrive in the morning you can observe the reefs and shallows better. The charts are not as precise as the U.S. and shallow water is constant in the Bahamas. The best way to navigate is to watch the color change from dark blue, to turquoise, to almost clear white (the sand). Buoys and lighthouses on the first tiny island of Bimini aren't maintained like in the U.S.A., thus they may not be where the chart says they are.

Before departure, I went to have a beer with one of the old time skippers while we were waiting for evening to fall. Somewhere in the conversation he asked what kind of gun I was carrying on board. I bluntly told him that I didn't have one and didn't know it was a requirement. His advise was to keep my flare gun loaded at all times and show all of the crew how to use it. The drug trade was flourishing and many boats were being pursued by these bandits. I thought back on the bullet pierced ear lobe of my friend from that morning, and again I told myself that this was not my fate (though I do recall double checking the dates on the flares and pointing it out to a couple of the crew).

Fortunately my youthful optimism gave me the unreal thinking that I had an invisible protective bubble, keeping danger far away from me. We departed Ft. Lauderdale at 2100 hrs. as scheduled. The weather forecast was for 10-15 knot winds and 2 to 4 foot seas, perfect for our voyage. Out the intercoastal waterway, left turn, and straight to Bimini. We all were sitting in the cockpit on our O'day 38, "Molly Brown". The moon was full and my crew looked a little better because they all lay in the hot Florida sun burning their skin, prepping it to become even more burned in the Bahamas. I remember saying to myself: " Woooa, here I am surrounded by 5 college girls, off to the Bahamas for a week. Life is all right. Thank you, God....

Swoosh, right then a soft, magical spray found it's way up into the cockpit. It's so warm at night that it is actually refreshing. Under the moonlight we talked for hours about our lives, families and what we all wanted to be or do some day. My ego was burning a mile a minute. Eventually most of them ventured down below to the coziness of the interior to get some sleep. I was enjoying the full moon and the time to myself to contemplate and think about some new scenes to add to the adventure novel I was creating.

About midnight the swell picked up to 12 feet, with 25 knots on our nose. This wasn't predicted, but what the heck, what you see is what you deal with.
Everyone now was down below. I put my follies on over my t-shirt and shorts just to keep the salt spray off. An hour later, the winds picked up even more to a steady 45 knots with swells over 20 feet. I hadn't ever experienced anything like this in my life. I just kept struggling to follow my compass course the best I could. I taught the eager, lanky college young man how to use the hand held radio direction finder. Loran and GPS wasn't available back then. We were motoring at about 3 to 5 knots, straight into the wind and swells. Luckily that was the way to Bimini as well.

By 0200, I was getting weary but the conditions were getting even more severe. I couldn't let anyone take over the helm because it was a struggle even for me to keep on course. I thought about all of the rotting Spanish Galleons sitting comfortably on the ocean bottom, with skeletons coming to life, draped in gold and jewels, displaying eerie smiles, inviting us to come join them in their comfortable underwater world. I prayed that we would make it safely through the storm.

The swells built up to over 50 feet (beyond the masthead) and winds, now steady over 80 knots. It was beyond frightening. The motion could be compared to being inside a giant washing machine with no way out. You are at the extreme mercy of Mother Nature. Neptune was raging mad about something and letting us know it. The companionway hatch was closed tight to keep the white foam from pouring into the cabin. The boat would surge almost 45 degrees up and then dive back down, free falling, gaining the speed to make it up the next swell (I chose not to use a drogue because we needed speed & rudder control up the next swell).

In the troughs, we would dive under the emerald green sea with those skeletons reaching for us trying pull us down before our Molly girl would lift her bow for air and gallop up as hard as possible. The crest of the next wave would break with such tremendous force over the doghouse that it seemed like the power could crumble the boat to pieces. It was as if you were actually on the beach looking up at a 25-30 foot wall of foam. I'd have to duck my head, and hold my breath until it'd fall behind us. Luckily, the cockpit scuppers were somewhat efficient, draining the water to just below my knees before the next wave would come and drench me. As soon as we'd head back up to another crest, I would barely lift my head only to see another huge one coming.
After over 8 hours of this tremendous abuse (imagine what it was like down below), one of the girls opened the hatch and said she couldn't take it any more and just had to come up. Yelling at the top of my lungs, I tried to politely say:" NO WAY."

I had the wheel to hold on to (we had no harnesses) and if she went overboard it would be near impossible to turn around. Not heeding my advice, she came topsides with a lifejacket on. The amusement park interior that constantly churned like a 360 degree rolling fun house didn't help anyone's delicate stomach down below.

With one arm on the wheel, I tied a bowline around her waist and to the binnacle. She could barely open her eyes because of the wind and salt spray. A slight smile of freedom from being in the cabin engulfed her. I now had to concentrate on steering the vessel, holding my course, hitting each swell just right, and now keeping an eye on her. She was only on deck a couple of minutes when she looked forward, only to see a King Kong sized wave 50 feet above us. After it broke over the doghouse, she let out the most fearful shriek. Within seconds she untied herself, pushed the companionway open, and flew down below, dripping wet with absolute fear.

It's not only the incredible swell and wind that is beyond a roller coaster ride; it's the phenomenal noise racing through the rigging. The roaring and pounding on the deck is like lying down in the middle of a wild Buffalo stampede. You reevaluate the insurmountable forces of Mother Nature and her powers. It humbles you- if she let's you survive it.

I pinched myself and said:" This is a dream right? I'm not really going through this." I wanted to wake up in a cozy bed and say to myself, "I'd never be in that type of predicament, would I? I haven't lived long enough, neither have these college students. I wanted God's huge hand to pick us up out of this dishwasher and place us in a safe, calm, harbor. Swish, reality slapped me in the face with salty sandpaper. I didn't duck quick enough and cool salt water poured down my chest. Ahhhhh.

For hours and hours we pounded into the weather system. I wondered if the weight of the waves crashing on the doghouse would cause the hull to deck seam to split. Staring into the mountainous swells, I thought about turning back to Florida, but I didn't think the vessel could turn quick enough. We would surely roll if I put the "Molly Brown" beam to the seas. I thought about the story of the unsinkable Molly Brown and how her spirit must be with us on this vessel, keeping us alive and afloat. I kept praying to see the Bimini Light, which should have appeared many hours ago. (Later, I realized that even though our knot meter said 4-6 knots constantly, we were only moving on an average of 1.5-2 knots over the ground). My set and drift formulas had worked so many times before. Could I be getting thrown off course by this wind and swell, even though I was heading almost right into it?

About 0600 I had been at the helm 9 hours and there was no sight of the Bimini Light. I had the young man do another RDF check and he heard the proper signal, weak but correct. The conditions were stronger than ever. My body was past beat up and half drowned; I was on the survival mode. Thoughts that we were blown off course raced through my mind. Could we be heading for Greenland? I was questioning my confidence in navigating by having so much confused motion around us. I never expected to be blown off course. I would just keep heading on my course. I wasn't going to be responsible for anyone losing his or her lives at sea. I was determined to beat this devil's triangle with all it's voodoo magic.

Whoosh... another crest rushed over the doghouse into the cockpit, trying to pull me away from the wheel. I'd duck down at the lit compass, struggling to keep control and holding on for dear life. Dawn's first light gave me a shimmer of hope, except for the fact that we had no sign of Bimini. Around 0800 we got a call on the radio from another vessel that was on the trip to Bimini as well. These college students were from the same group from Bowling Green. They were bareboat certified. One of the girls cracked the companionway and said that the vessel was having engine trouble and they could see us off of their port. It gave me hope and brought me back to my semi-dazed state of wrestling with sea serpents all night long. We were here on this merciless ocean with another boat.

"Tell them to put up a double reefed main," I shouted down below. "I'll keep an eye on them but it'll be near impossible to give them a tow, let alone get near them in these conditions." Apparently, someone threw the sail cover in the lazarette and it had worked its way around the transmission shaft, consequently torking it to bend and not turn.

We spotted them and knew it was going to be challenging just to climb up on deck to pull up their main. It would have been very difficult if I had been in this situation because I had no crew that had any idea of what to do. I suppose we would've made due, if we had to.

They were sailing close reach into these conditions, taking long tacks and were almost able to keep up with us. I would give them advise, via yelling down the half closed companionway to a girl talking on the VHF. I assured them we would standby them until we reached Bimini. The conditions were still severe, however the swell would go up and down between 30-40 ft. and the howling winds would occasionally let up to 50-60 knots.

Then, like a mirage on a desert, we thought we spotted a glimpse of Bimini. We were all in heaven when we realized that it wasn't our imagination, but the nearly flat island. However, it was still a very trying experience to sight land and not arrive at the Bimini Reef break for another 6-7 hours. The pot of gold under the rainbow seemed almost unreachable. Gradually one or two of the girls would pop out of the companionway, only to rush down below in a short period. The breaking surf in the cockpit was too irritating. You couldn't look up long enough before getting blasted by Neptune's sword of salt water by the barrel-full.

Finally, when we reached the coastline of Bimini, our last and most challenging situation was yet to come. There is a reef that parallels the shore and you have to go inside it to reach the protected harbor of Bimini. The direction that the storm was blowing and waves breaking didn't favor entering the Bimini channel. You must parallel the coastline for almost a half a mile between a reef break and the beach before you reach the harbor entrance. The waves were actually breaking over the reef and building back up to 20 feet before they would crash on the beach. We would be taking the risk of getting beam to one of these waves, being lifted up and set right beside the wrecked airplane that must have crashed there from a drug deal a long time ago. We all stared at the waves washing in and out of the cockpit of the small plane while disheartening thoughts passed through our silent minds.

We were all so beat, so exhausted, that we almost didn't care. I was determined to make it, even if it meant finding a protected anchorage on the leeward side of the island. But with the way it was still blowing, I figured there might not be any protected anchorages. While we were still motoring into the swell, we saw a powerboat actually zoom into the entrance at over 15 knots. They made it just fine. I told the crew to hold on as tight as possible because we're going for it. The only problem with a large sailing yacht is that you can't speed up. I did a quick Hail Mary, studied the wave system, and pushed on through.

Our little Molly Brown got tossed and turned and I struggled to hold the wheel because it gets more difficult in shallow water. For about 10 minutes we rode these waves like the pro surfers of Santa Cruz. My adrenalin at this point was peeking. We made it! It was awesome to motor into a calm, safe, protected harbor. We immediately anchored. My body was numb, in partial shock, and beyond exhaustion. I gradually peeled off my salt encrusted foul weather gear.
I probably looked like Neptune himself; my brown hair, eyebrows and lashes, crusted with a fine white salt. I needed to lay down, however as the captain, I had to row ashore and check everyone's passport in with customs officials before the rest of the crew were allowed onshore. I carefully rowed the inflatable to the nearby docks, barely able to function, but loving the calm and protection we were surrounded by. I pulled ashore and kissed the ground.
The customs office was a 2-mile walk. I entered the office and the proud Bahamian officers immediately knew that I'd been through the storm. "Son, you're lucky you made it across. There are a number of boats that didn't."

These elder Afro-Bahamian gentlemen knew me pretty well now because I had been coming in all winter. The first time I came in to their office they made me turn around and walk the 2 miles or so back to the boat because I didn't have a shirt on. (Since the Bahaman's are based on the British culture, they are quite Victorian). I was a bit disgruntled at the time but actually started to become friends with most of the natives, including these fellows. I used to run through their shantytowns where no tourists would go. The elder people would encourage me and appreciate my spirit, always cheering me on. The local younger people would think I was crazy for running in the heat. The fact that I brought in passengers that were spending money to help the locals earn a living, gave them even a fonder feeling towards me.

I wasn't fully listening because my head was spinning. I looked up at an old style 50's radio surrounded by cobwebs on the windowsill. News's flash came on interrupting the Bob Marley music playing: "President Reagan was shot today." Both the President and I survived near death at the same time, I thought. How ironic.

I pulled my sore, stiff body back to the boat. It felt so good to have quiet, peace, and calmness around me. I gave all of the girls their stamped passports back, and to my surprise they were already primping up for a night on the town. I told them I'd catch up with them later. I lay down in the cockpit watching some yellow tiger fish swim by in the clear harbor water.

The sun was nearing sunset. My body was barely in and out of consciousness. I couldn't sleep, looking up, ready for another wave to pounce my face, only to get the relief of the warm, Bahamian sun....

Past Newsletter Info:

Spring Lines

Just a reminder-when you secure the boat to the dock, please tie the spring lines around the base of the chain plates, not the stanchions. The stanchions are not meant to sustain the type of lateral loads imposed by the fore and aft movement of the boat. Typing spring lines to the stanchions will cause the base to work loose and water to seep into the deck core (that's a bad thing). Oh, anybody know the proper knot to tie around the chain plate? (Answer: round turn and two half hitches).
If the dock lines won't reach to the chain plates -we'll replace the lines. Thanks.

Winter Ocean swell

There are times when the harbor entrance can have plenty of depth from the continual winter dredging, though we still can get fairly large swells at the harbor entrance. If you go to our website: www.pacificsail.com and scroll to the bottom of the home page, there's many excellent links to give you an indication of what's happening.
First, there's a live web cam showing the harbor entrance, 3 weather prediction sites, tides, and swell height prediction. Please do your homework before coming over to Santa Cruz to charter a boat. If it says that the swell will be exceedingly large at low tide around 4:00p.m. when you'd be returning from a charter, we most likely won't let you charter that day. Check with the office staff or the Harbor Master's Office for an update or, take a nice walk out to the end of the West jetty and see for yourself. We wouldn't allow you to go sailing if it looks at all dangerous.
While making your way out of the harbor, raise the mainsail (we always recommend having your main up exiting and returning to the harbor to increase boat speed and control and as a precaution should your engine ever fail), stay as far to the right as possible, observe the entrance and, if a swell is running, try to time your exit between sets of waves (waves come in sets, usually 5-8 at a time, with periods between sets). Should you arrive at the entrance during a set, slowly motor in circles within the channel until there is a lull between sets, and then exit (be sure to sheet your main in to prevent an accidental jibe as you're circling).
When you've decided the time is right, throttle up, trim the mainsail, and set a course for 30 to 40 degrees to the face of the swells. "Quartering" the swells will prevent the boat from pitching up and down off the back of the wave ("hobby horsing"), reducing the possibility of lifting the propeller out of the water, and will keep the boat speed up-all important when making your way over swells. Remember to have all crew SIT DOWN and HOLD ON! Once you're well clear of the swell line (sometimes 100 to 200 yards off the entrance), throttle back, raise or unfurl the jib, shut down the "iron genny" and GO SAILING!
When returning to the harbor, start the engine at least 1/2 mile out. If the engine won't start, now's the time to find out, not when you're in the middle of the entrance with breaking waves on your stern. You'll have the opportunity to tack or jibe around, away from the harbor entrance and stand off until Vessel Assist or the Harbor Patrol can give you a tow in.
When beginning your approach, assign one crew the responsibility of looking astern for swells. The crew and helmsperson should be in virtually constant communication regarding the height and frequency of the swells not only astern but at the harbor entrance as well. As in your departure from the harbor, you're goal here is to enter the harbor BETWEEN sets of swells or, at the least on the back of one of the smaller swells of the set. Timing is fairly critical here. Displacement sailboats DO NOT like to surf down the face of a breaking wave. The rudder loses its "grip" on the water and the boat broaches (turns beam to the waves) and everybody gets wet-Not a fun way to end your pleasant day sailing. Just as in exiting, you can circle 100 yards or so outside the harbor entrance, timing the swells and wait for a break before beginning your entrance. Remember; don't be in a hurry to get back into the harbor. Patience is a virtue in this situation. You'll be safe standing off. Once you've decided to go for it, try to match your boat speed to that of the swells and enter behind the breaking wave.
Please stay away from the coast while sailing, especially the points (surf points). Although, the swell may seem small out on the Monterey Bay, close to shore they can build up and break out in locations that they didn't during the summer.
Dreams come true; without that possibility, nature would not incite us to have them.
John Updike (b. 1932), U.S. author, critic. Self-Consciousness: Memoirs, ch. 3 (1989).

"What is liberty? We say of a boat skimming the water with light foot, 'How free she runs,' when we mean, how perfectly she is adjusted to the force of the wind, how perfectly she obeys the great breath out of the heavens that fills her sails. Throw her head into the wind and see how she will halt and stagger, how every sheet will shiver and her whole frame be shaken, how instantly she is "in irons, " in the expressive phrase of the sea. She is free only you have let her fall off again and have recovered once more her nice adjustment to the forces she must obey and cannot defy."

Woodrow Wilson
Twenty-eighth President of the United States
(Excerpts from First You Have to Row a Little Boat, by Richard Bode)

Past Newsletters you may find usefull-

Capitola Village

Capitola is one of our favorite destinations for a day sail or overnight. You can reserve a mooring by calling- 831-462-2208. If you are sailing in, you can call the Capitola Wharf on your vhf on channel 11. They have a shuttle boat that will take you ashore. Capitola is a picture perfect village in a protected cove that has a wonderful ambience to it. There are some excellent restaurants, a theatre, and many shops that will especially please the non-sailor type crowd.
With our normal North West winds, Capitola is very protected. Thus, the temperature can be almost 5-10 degrees warmer than at the mile buoy. This serves as a great place for a lunch break.

Santa Cruz Wharf

Another good lunch anchorage is North of the Santa Cruz Harbor at the Santa Cruz Municipal Wharf. The Santa Cruz Municipal Wharf is only 15 minutes from the Santa Cruz harbor. There's no shuttle boat at the wharf so you can't go ashore. It's great to anchor off of the Santa Cruz Boardwalk beach and watch the roller coaster and screaming children from a distance.
The opposite of the Santa Cruz Wharf - http://www.santacruzwharf.com/ in front of West Cliff Drive is quieter and a bit more protected. With a good set of binoculars you can watch the pro surfers at Steamer Lane. If you're brave enough, you can take a swim in the 54-59 degree Pacific Ocean. You get used to it after about 5 minutes. Or, you just get so numb you don't feel the water temperature any more.

Note: You cannot berth any vessels up to either the Santa Cruz or Capitola Wharfs. At the Santa Cruz Wharf you have to anchor on either side and at the Capitola Wharf you can anchor on the NW side and pick up a Mooring on the SE side.

The Norwegians have a saying; there's no such thing as bad weather, only bad clothes.

Pacific Yachting Bareboat Charter Suggestions:

1. Teach at least one crewmember how to use the radio, which channels to use, and who to call in case a problem arises. (Vessel Assist vhf (16) and phone # is on your post cruise check-out.
2. Show the crewmembers the pre and post cruise checkout form and explain how all of the onboard safety gear works.
3. Demonstrate and practice reefing with a designated crewmember. Reef more often.
4. Show at least one crewmember:
a. The proper technique for handling the dock lines and walking the boat out before departing and returning to the slip.
b. How to coil and stow dock lines and fenders on board the boat. (Have them do this while motoring out of the channel.)
c. How to deploy the anchor in a short period of time if needed, even in the harbor entrance.
5. To stay at least a quarter mile away from any shore with the exception of heading into or out of the Santa Cruz, Monterey or Moss Landing Harbors, or when entering or leaving the anchorages at Stillwater Cove, Capitola Moorings or either side of the Santa Cruz Wharf.
6. To stay at least a half mile off of Soquel Point, Santa Cruz Point, and Point Pinos.
7. To immediately turn away from any kelp bed and head for deeper water.
8. To always start your engine 1/4 mile before returning to any port.
9. To say to yourself while docking in the Pacific Yachting berth area-"Slow is good, slower is better".
10. To navigate at all times.
11. To have everyone onboard wear a Personal Flotation Device.

Gift Certificates

For those of you that just can't think of that unique or near perfect gift, how about a gift certificate for more sailing instruction, a bareboat charter, a skippered charter, etc. You can first check out what you'd like to give, send us an e-mail (sail@cruzio.com), and we'll send it to you that day. Our website (www.pacificsail.com), under application has a secure form that you can even put your visa, MasterCard, or American express # in.

Advanced Coastal Cruising

The Advanced Coastal Cruising Course is a four-day sailing expedition that will offer advanced sailing and local challenges on the Monterey Bay and Pacific Ocean.
The first day we will review Coastal Navigation and sail to Monterey and get a slip or anchor out. The following day we'll head around Pt Pinos, and head down towards majestic and rugged Big Sur Coast. That night will be anchored in Stillwater Cove, Carmel off of one of the most prestigious golf courses in the world, Pebble Beach. The next day we will head northwest and experience some real ocean sailing and then turn northeast to Moss Landing Marina. The last day will not only be challenging navigation practice to get back to Santa Cruz, it's usually a beat back home which will really fine tune your sailing skills.
Any segment of the voyage can be arduous, challenging and adventurous. It requires good sailing skills, patience, and teamwork. The weather conditions can vary, from brilliant sunny skies with 20-30 knot winds to navigating in a thick advection fog where you can barely see the bow of the boat. This four-day trip gives you the chance to experience the ever changing mood of the omnipotent Pacific Ocean, further develop your sailing and navigation skills, as well as coping with any adversity the seas and weather present.

Your classroom will be one of our larger, 36 to 46 foot boats equipped with all necessary safety and navigational equipment. Our USCG Licensed instructors are the best in the country and have done this passage many times. Our instructors have all sailed to many foreign ports around the world and enjoy sharing their wealth of sailing knowledge with students.
As in any sailing passage, destinations and schedules may change due to weather and crew conditions. The cost of the course covers all food and non-alcoholic beverages on board. Meals ashore will be at the students' expense. The provisions supplied are simple, hearty and easy on the sailor's stomach. If you have special dietary requirements please let us know ahead of time so that we may cater to your needs.

As part of this cruising experience, students are expected to participate in cooking and/or clean up duties. There will be ample opportunity to savor meals ashore as well. There is nothing better, at the conclusion of a coastal voyage, to sit down at a restaurant and be waited on.
If you are (or think you might be) susceptible to seasickness, please obtain and use a prescription (e.g., scopolamine) or over the counter remedy, or pressure point wristbands (available at drugstores and marine supply stores) before departure. Please don't wait to find out if you are susceptible to seasickness. The Northern California Coast isn't the place to test this stability factor.
We are confident that this passage will be a memorable and safe voyage for you. We hope you will benefit from this experience and use the skills you'll learn to sail many coastal passages.

http://www.pacificsail.com/advannav.html
Prerequisite: Intermediate Coastal Cruising, or permission of PY&S staff.
Format: 4-day/3-night, live aboard program from 9:00am on Day 1 to 5:00pm -9:00pm on Day 4
3 or 4 students per class.
Prerequisite: Intermediate Coastal Cruising, or permission of PY&S staff.

Cost:
Individual (non Member) $795.00
Individual (Member) $715.00
Couple $715.00/per person

You need Competent Crew

Ok, many of you Bareboat certified sailors should seriously think of sending your family members or friends through the Pacific Yachting Sailing School. More than making an extra buck or two on our end, your safety and our boats well being is even more important.

Most problems happen when a new Bareboat certified sailor decides to take out grandma, the kids, and wife Betty without a competent crew. You may think you'll do OK politely asking them from the wheel, "please pull the port jib sheet in." But, after they look at you in bewilderment, the jib is luffing profusely and you yell, "Pull that f........ g white rope over there. "

Now you realize you were a jerk and they have seen a side of you that they never knew existed. So please abide by the Pacific Yachting rules- you must have another competent sailor (having taken our Basic Sailing and Seamanship course is fine but we'd prefer the crew has taken at least up the Basic Coastal Cruising level) onboard to take out any of the Pacific Yachting boats, no exceptions. Thanks……

Looking for boats to add to our fleet

We are currently seeking new or late model (1995-2005) 31-42 foot sailboats to add to our charter fleet. If you are interested in purchasing a boat, having a coveted slip in the Santa Cruz Harbor, earning a reasonable income as well as tax benefits, please let us know. We'd be happy to lead you in the direction that suits your needs and help you with your decision.

If you're considering a new boat, we are currently working with a number of yacht brokers that can help you save money during the purchasing process. Please contact us and we can discuss your sailing needs and future goals to help guide you into a boat that works best for you. For more information on placing a yacht in the Pacific Yachting fleet you can get details in that section of our website: http://www.pacificsail.com/yachtownership.html

Moorings Charters

Pacific Yachting is a charter broker with the Moorings Charter Company. They charter yachts around the world in some of the most ideal sailing locations. We use the Moorings because they have an excellent reputation. Their prices may be a slightly higher than some of the other foreign charter companies but we figure that if you are going that far you don't want to deal with any major problems.

If you want Pacific Yachting to book your next sailing vacation, we can save you money. Just go to the Moorings web site at http://www.moorings.com, pick a location and give us a call or e-mail.

Spinnaker Classes
Again this season, we'll be offering our very popular Spinnaker class. This course covers: the mechanics of rigging the boat, crew organization and tasks, hoisting-trimming-dousing the spinnaker, safety positions and decision making for spinnaker users.
Each day begins with dockside instruction and closes with an afternoon of practice. Please send us an e-mail if you're interested. Click here for more details:

http://www.pacificsail.com/spinnaker.html

Dates: 8/27-28/05
Times: 10:00-4:30

"Live in each season as it passes; breathe the air, drink the drink, taste the fruit, and resign yourself to the influences of each. "
Henry David Thoreau

Reefing is not a city in China

On numerous occasions our Pacific Yachting charter customers & students say: "Do you think the wind is even going to come up?"
The answer is yes! If it looks dead out there, please realize that Mother Nature is just taking a breather first thing in the morning. That gives you time to pull the mainsail up at the dock and put a single or double reef in. Practice this with your crew. It sometimes takes a bit of adjusting to get the new tack and clew right.

The most common mistake I see people doing is:
1. The main sheet is not released enough.
2. The main halyard is not released enough. Look at the leech of the sail. If it looks tight, let the halyard down more.
3. The boom veng is cleated or pulled too tight.
4. Head in to the wind
5. If you can't head into the wind at the dock, release the main sheet. Physically push the boom out as far as it will go. There shouldn't be pressure on the main sail while pulling it up. Never force anything.
6. Please don't tie up the reef cringles unless you absolutely leave them very, very loose. That's those little holes that are aligned from the reef tack to the reef clew. The mistake people make is that they tie the cringles too tight. The tack and clew are meant to carry the pressure and load, not the cringles.

Full Moon Sails

We will be offering full moon Skippered charters this year! Note - this is a combination adventure, pleasure, educational evening. Participants will get to experience being out on a boat at night and observing the beautiful Santa Cruz coast lit up by the moon. Bring warm cloths, food, refreshments, etc.
If the fog comes in we'll be canceling. 100% deposit required 5 days prior to departure. 100% refund if we don't go.
Cost is $60.00 per person. Members $50.00.
Time: 7:00 PM- 10:00PM
Dates: 4/24/05, 5/23/05, 6/22/05
Please e-mail- sail@cruzio.com or call 831-423-7245

"Those who live by the sea can hardly form a single thought of which the sea would not be part."
Hermann Broch (1886-1951), Austrian novelist

http://www.pacificsail.com/advannav.html

The first day we will review Coastal Navigation and sail to Monterey and get a slip or anchor out. The following day we'll head around Pt Pinos, and head down towards majestic and rugged Big Sur Coast. That night will be anchored in Stillwater Cove, Carmel off of one of the most prestigious golf courses in the world, Pebble Beach. The next day we will head northwest and experience some real ocean sailing and then turn northeast to Moss Landing Marina. The last day will not only be challenging navigation practice to get back to Santa Cruz, it's usually a beat back home which will really fine tune your sailing skills.

Please e-mail us at sail@cruzio if you're interested in taking this 4-day course.
Format: Four-day, three-night, live aboard program. 0900 Day One to 1700-2100 Day Four.
Cost: Standard--$795/Member--$715/Couple--$715.ea
Course cost includes instruction, all food onboard, mooring and docking fees.
Any meals ashore are at the student's expense.
ASA Certification (Bareboat Chartering and/or Advanced Coastal Cruising) adds $25 per written test.

Dates: Please click here for our listed Calendar Dates: http://www.pacificsail.com/calendar1.html

“Live in each season as it passes; breathe the air, drink the drink, taste the fruit, and resign yourself to the influences of each. “
Henry David Thoreau

Plastic Stowage Boxes and Boat Instructions

Every Pacific Yachting boat will have a large plastic box onboard in which will be stowed flares, horn, first aid kit, winch handles, manual bilge pump handle, a flashlight and small tool kit. Please return all items to these plastic boxes after every sail.
Also, on the top every chart table there will be a laminated sheet that will give you directions about the vessel you are on. It will have the location of the thru-hulls and engine oil dipstick, where the transmission shifter cable attaches to the transmission, as well as other instructions on how to operate the vessel. Please return this laminated sheet to the top of the chart table before you depart the boat after your sail.

"We are as near to heaven by sea as by land."
Sir Humphrey Gilbert (1537?-83), English soldier, navigator, explorer. Said during a storm on his last, fatal voyage back from Newfoundland, Sept. 1583.

Pre & Post Cruise Check-out forms

Please use the pre- & post-cruise checkout forms and be 100% honest about checking everything off after you’ve found it or tried it. You’ll find it’s much easier to do all of these things before departure rather than calling the office from the boat asking where things are, how to do something, etc. You’d be surprised how often this happens.
A common thing sailor’s check off on the sheet without really checking thoroughly is the anchor; where it is, how to deploy it in a hurry, etc. It's always amusing getting that radio call from a charterer that has checked off winch handles on the pre-cruise sitting on my desk and they ask desperately where they are.

Fuel Money (Bareboat Charterers) and & Parking Permits

If you Bareboat charter, we give you one master parking permit, which you are required to return to our mailbox, placing it in the plastic pouch. Please remember to return it. If you have additional cars in your party, they can purchase the $5.00 all-day meter permits we pre-purchase from the Santa Cruz Port.
At the end of the day, Bareboat charterers are required to put the permit, fuel reimbursement money, and your honestly filled out post-cruise sheet back in the pouch in the mailbox on the side of the Pacific Yachting Office. Often, I get the pouch with the permit and post-cruise but no fuel reimbursement money. This is on an honesty basis. Even if you've used the engine just to leave the slip & return, you are using fuel. The only way we can avoid placing a flat fee charge for fuel on every charter is if each charterer is conscientious about reimbursing us for fuel they've used.

Emptying the Holding Tank

If you’re out 3 miles and anyone have used the head, please go below, open the holding tank thru-hull and hit the macerator switch for about 5 minutes. It’s a good idea to pump the head while the macerator is running (until the last couple of minutes) because the infusion of water helps clean it out. (Even if no one in your party has used the head, we'd appreciate it if you'd empty the holding tank as a courtesy to the next charterer . Thanks!).
If you don’t know how to work the macerator or where the thru-hull is, please ask the Pacific Yachting staff. You'll also find directions on the laminated direction sheet on top of the chart table.

Reefing is not a city in China

Yep, here's our annual lecture on Reefing. Spring can bring with it some howling, great winds. All of the Pacific Yachting boats have the ability to sail in winds up to 30 knots. Above 30 knots, please take all sails down and come in. You'll get a refund.
Why so many sailors push a boat to heel excessively is beyond me. The increased drag causes the boat to slow down and creates excessive weather helm. You may have one macho friend that enjoys it but everyone else onboard is trying to defy gravity as the people on the windward side get further away from the water and the people on the leeward side start to get inches from the water; your spouse is yelling, "I'm never sailing again", every one's wet, etc. The prudent sailor (i.e., one who wants company the next time he/she goes sailing) reefs early and deep-"The time to reef is when you first think about it".
Here's my moderately conservative reefing guidelines (modify for the sailing characteristics of the individual boat. The goal is to BALANCE the sail plan so the boat sail efficiently without excessive weather helm):
Under 15 knots-full main and full jib or 2/3rds jib
15-19 knots- 1st reef in the main/ 50% to 2/3rds
20-24 knots- 2nd reef in main/ 30% to 50% jib
25-29 knots - 2nd reef in main or no main/50% or no jib
30 + knots- TIME TO DOUSE ALL SAIL AND HEAD FOR THE DOCKS!

"Never weather-beaten sail more willing bent
to shore."
Thomas Campion (1567-1620), English poet, musician. Never Weather-beaten Sail, from Two Books of Airs, "Divine and Moral Songs" (c. 1613).

Watch the Weds Night Races

The Santa Cruz Yacht club hosts an informal race every Wednesday evening from 6:00P.M. To 8:00P.M. One of our Captains will be taking out up to 6 participants to watch and sail along (at a safe distance). You’re welcome to bring any friend or spouse that is unfamiliar with sailing and food & beverages. Cost: is $35.00 per person. Meet at the Pacific Yachting office at 5:30. Reservations with credit card required. 800-374-2626 or send us an e-mail sail@cruzio.com
Every Weds. Eve.

"Those who live by the sea can hardly form a single thought of which the sea would not be part."
Hermann Broch (1886-1951), Austrian novelist. The Spell, Foreword (1976; tr. 1987).

Monterey Bay Whale Information

Gray Whale (Eschrichtius robustus):

The gray whale grows between 45 and 49 feet (14-15m) in length, has a mottled gray appearance and 9-13 bumps along the dorsal ridge rather than a true dorsal fin. Gray whales carry whale lice and barnacles that create yellow and white patches on the skin. The gray whale migrates southward from November to early February along the entire West Coast of the U.S., Canada, and Mexico, ending in a 10,000-mile journey stretching from the Bering Sea and Arctic Ocean to Mexico. Their northward migration spans from February to June. Some whales do not complete the migrations and instead remain off the coasts of British Columbia, Washington, Oregon.

California.Humpback Whale (Megaptera novaeangliae):

The endangered humpback whale, known for its spectacular breaching, lob tailing, flipper slapping, singing and bubble net feeding, is one of the most energetic whales that passes along the coast of California. The humpback whale grows to 52 to 56 feet (15-16 m) in length, generally has a black or dark gray back with white flippers and a low dorsal fin. Widely distributed in all oceans, humpback whales migrate seasonally, spending their winters in the warmer waters of Mexico and their summers in colder waters along the California coast.

"The most advanced nations are always those who navigate the most."
Ralph Waldo Emerson (1803-82), U.S. essayist, poet, philosopher. Society and Solitude, "Civilization" (1870).

Practical Coastal Navigation Course

This two-day course will teach you how to safely navigate, whether sailing on Monterey Bay or venturing further along the coast. Students who successfully complete the course and written exam (included during course time) can receive ASA Coastal Navigation certification.
This course will begin with a review of the navigation work taught in Intermediate Coastal Cruising and continue on into more advanced navigation topics. Review Topics: Navigation tools, the nautical chart, buoyage systems, true heading vs. magnetic, "Dead" Reckoning, compass bearings and LOP fixes, tides and currents.
New Topics: Navigation publications and resources, luminous and geographic range of lights, advanced set and drift problems, compass deviation and swinging the compass, danger bearings, advanced fixes included running fixes, rule of thumb and emergency navigation techniques, introduction to GPS and how to integrate it with the traditional methods of navigation.If there is sufficient interest, a separate afloat session will be scheduled so that techniques learned ashore can be put to practical use. The class size is limited to 12 students.Times: To be announced
Cost: $225/person Standard, $202.50/person Member.
Cost includes training nautical chart. Optionally, the ASA written examination is $25 extra. Students must supply their own navigation plotting tools (parallel rules, dividers, #2 pencils, soft art gum eraser, and hand calculator (recommended).
A limited supply of navigational tools will be available for sale at the first class session.
Deposit: 50% of course cost due no later than one week prior to beginning of class.
Cancellation policy: Before 7 days- 100% refund.
Prerequisite: None.
ASA Certification: Written examination (taken during course time- optional).
Text: No text is required for this course. Interested students may review the excellent Coastal Navigation sections in Annapolis Book of Seamanship (available at PY&S) or Chapman’s Piloting, Seamanship and Small Boat Handling.

Tips for Bareboat charterers

1. Check the NOAA weather prior to arriving at your boat. Wind conditions, tides, swell, etc.
All of this info is at the bottom of the Pacific Yachting homepage - www.pacificsail.com
2. Know that a lee shore is your enemy. Any shore for that matter.
3. Reef your main and jib with your crew even if the winds look light.
4. Always go sailing with another experienced sailor.
5. Go extremely slow when docking someone else’s boat.
6. Navigate at all times.-
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"There is something about going to sea. A little bit of discipline, self-discipline and humility are required."
Prince Andrew, Duke of York (b. 1960). Daily Telegraph (London, 7 Oct. 1988).

For whatever we lose
It’s always ourselves we find in the sea
E. E. Cummings (1894–1962), U.S. poet. Maggie and Millie and Molly and May.

Below is information from past newsletters that we felt would be useful information to leave on our website for our sailors:

Securing Boats

Most of our charterers are doing a great job of properly securing the boats at the end of the sail. This becomes even more important during the fall and winter months when the harbor can experience strong surge due to storms offshore. The surge really moves the boats around in their slips and puts added loads on dock lines and increases chafe on both lines and boat cleats. So, here's a refresher on how to properly secure the vessel after your sail.
There are two sets of lines used to secure the boat to the dock-"bow" and "stern" lines, which secure the bow and stern, respectively, keeping the boat parallel to the dock; and, "spring" lines which keep the boat from moving forward and aft in the slip. Both sets of lines need to be properly rigged to secure the boat.

1. Once in the slip, or at the end tie, adjust the bow and stern lines so that the boat is lying parallel to the side of the dock. It's common to find a boat with the bow pulled in much too close to the dock and the stern too far away. To help get the boat lying parallel, visualize a line cutting through the boat at the beam from port to starboard. This line should form a 90* angle with the dock. Stand well in front of the boat where you can better see the alignment and direct your crew to adjust the bow and stern lines until you've achieved this 90* angle. Secure the bow and stern lines to the dock cleats with a cleat hitch (refer to Sailing Fundamentals or Cruising Fundamentals to review the proper way to tie a cleat hitch).

2. Now, for the spring lines. These are the most critical lines for combating the "dark side" of the surge force. Most of the boats in the PY&S fleet have continuous dock lines, which serve as both bow/stern lines and spring lines. Once the bow and stern lines are cleated, run a turn under the dock cleat before leading it forward or aft to secure to the boat as the spring lines (this turn under the cleat will prevent your nice neat cleat hitch from pulling off the cleat). Now, where do we attach the spring lines to the boat? Ideally, we'd lead the line to a mid-ship cleat on the boat's side deck and secure it with a cleat hitch. Unfortunately, most of our boats don't have mid-ship cleats. So, the next best place is to the chain plates (those big hunks of stainless steel sticking up out of the side deck to which the shrouds are attached). Use a round turn and two half hitches (again, check Sailing or Cruising Fundamentals for the proper way to tie this knot) to secure both the forward and aft spring lines. And, what's the part of the boat we NEVER tie the spring lines to? Right, the stanchions! Stanchions are not made to withstand the loads produced by the boat moving forward and aft. The bases will loosen allowing water to find its way into the deck's core, or the stanchion will bend or pull out of the deck-all very bad things!

3. Lastly, let's make sure the fenders are in the right place and are secured properly. Fenders should be placed at or near the beam of the boat. If the boat is tied up parallel to the dock (remember how we were very careful to adjust the boat's orientation to the dock a couple of paragraphs ago?) the beam of the boat is where it will make contact. Typically, two or three fenders are attached to the boat, two-to-three feet apart along the beam. The fenders should be adjusted so that the top of the fender is about three-to-four inches above the edge of the dock. Now, where to tie these guys?
Rather than tying the fender line to the bear lifeline, try to find a stanchion close to where you want to position the fenders. Lead the fender line around the top of the stanchion and tie a clove hitch around the lifeline on one side of the stanchion. This way the stanchion is taking most of the load rather than the lifeline itself. Your knot will stay tight and the fender will stay at the proper height.

4. By following these simple guidelines you'll help reduce the wear and tear on boats and dock lines and, you'll be the envy of other charterers by exhibiting good seamanship.

Rules, Rules, Rules…

….In addition to our main Bareboat Contract that not all of our charterers read as thoroughly as we’d like them to, we created another page to sign when you arrive to charter a boat. We simply want to reiterate most of the things you were taught and are more than likely practicing. Here’s what we put in the additional contract addendum.
1. As the Bareboat Certified Skipper, I agree to exercise prudent seamanship and to use good judgment at all times.
2. In addition to completing the pre-cruise checkout, I agree:
a. To perform all of the following tasks with the crewmembers before departing the slip:
I. Teach at least one crewmember how to use the radio, which channels to use, and who to call in case a problem arises.
ii. Show the crewmembers the pre and post cruise checkout form and explain how all of the onboard safety gear works.
iii. Demonstrate and practice reefing with a designated crewmember.
iv. Show at least one crewmember:
1. The proper technique for handling the dock lines and walking the boat out before departing and returning to the slip.
2. How to coil and stow dock lines and fenders on board the boat. (Have them do this while motoring out of the channel.)
3. How to deploy the anchor in a short period of time if needed, even in the harbor entrance.
b. To stay at least a quarter mile away from any shore with the exception of heading into or out of the Santa Cruz, Monterey or Moss Landing Harbors, or when entering or leaving the anchorages at Stillwater Cove, Capitola Moorings or either side of the Santa Cruz Wharf.
c. To stay at least a half mile off of Soquel Point, Santa Cruz Point, and Point Pinos.
d. To immediately turn away from any kelp bed and head for deeper water.
e. To personally verify the conditions at the Santa Cruz Harbor entrance (both depth and swell) before departing and returning to the harbor. If any substantial swell, what so ever, is present, I will turn the boat around and return to the slip if still in the harbor, or proceed to the Santa Cruz anchorage if I am caught outside.
f. To personally verify the conditions on the Bay and not depart from my slip or anchorage if the winds, swell, or fog is dangerous.
g. To navigate at all times and if a severe fog develops, and I’m uncomfortable with my exact position I agree to anchor if close to shore, or call vessel assist for assistance. (Phone # is on the post-cruise ck-out)
h. To have everyone onboard wear a Personal Flotation Device.