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Sunday, May 31, 2009

Inside Capricorn Channel

As so typical with sailing, conditions went from too little to too much. Winds were very light or from slightly the wrong direction for days, so we were forced to motor sail on Thursday, Friday and most of Saturday. Made very good progress and everything was comfortable. Then Saturday night conditions picked up considerably as predicted. We knew before we left Noumea that we would be looking at 20 to 25 knot winds for Sunday and Monday. But we figured since the direction would be from the SE that the wind would be behind the beam so that was no big deal at all.

What we did not figure into the equation was the southerly setting current all along the eastern side of Australia. When the strong SE and SSE winds picked up, so did the disturbed seas. And in a big, big way. When we had 380 miles left to go the winds picked up to sustained 30 knots and gusting 40. That was early Saturday evening. It is now Monday morning and winds have finally dropped back to 20 sustained. But it was not the strong wind that was the problem; it was the horribly disturbed seas. Waves 4 and 5 meters high and swirling close together. It was awful and Bill and I were both gulping down seasickness meds. It was like being inside a washing machine on heavy-duty agitation cycle with 15-18 foot waves tossing you about.

Goodbye to our nice long night watch schedule. It was all either of us could stand just to sit tucked up in the forward corner of the cockpit for 3 hours at a stretch while holding onto whatever we could grab to keep from being thrown across the cockpit --- while the other person held on tight while lying in the passage bunk. Really couldn't stand to lie down longer than 3 hours either. So we have been switching between these 2 hells every 2 or 3 hours since Saturday night.

Now we are about 75 miles up into the Capricorn Channel and are hopeful that the outside reef will begin to break down the disturbed seas. Any time now would be fine with us. The swirling large waves have stopped and now we have rolling large waves but without regular timing so the boat surfs and rolls a lot. We have out just a patch of jib (no main sail or mizzen sail) and are sailing at around 7 knots SOG. Don't want to go any faster because the motion becomes uncomfortable with more boat speed. It is 163 miles to our destination of Mackay Marina.

Saturday night as this nasty weather began during my watch and all I could think of was that I am tired....tired of boat movements and boat noises...tired of sitting...tired of reading...tired of eating whatever happens to be available and easy at the moment...tired of having salt-air-and-slept-on-too-much hair...tired of having to sit in an uncomfortable place in the cockpit...tired of being cold in the cockpit at night (thanks again Donna & Bruce for those cuddle blankets; they are wonderful)...tired of encountering incorrectly lighted fishing vessels in the middle of the night...tired of my nip and back hurting with the jerking/rolling of the waves...tired of everything. A long shower with good hair conditioner, scented body lotion, clean crisp sheets and 8 straight hours of sleep sound like heaven right now.

Bill and I are both very much looking forward to arriving at the marina tomorrow and are very thankful that there are no more tough passages in our near future.

Friday, May 29, 2009

The Mother of all Spreadsheets (MOAS) from the Chief

As Chief Engineer, I am required to keep proper records. As an ex-CFO, I am probably slightly manic about this responsibility. So I have devised "The Mother of all Spreadsheets" (MOAS) which takes very little input and gives an extraordinary amount of output.

Here is the Daily Input:
1. Main engine hours
2. Generator hours
3. Fuel onboard

Here is the passage specific Input:
1. Destination
2. Miles to Destination
3. Date/Time of Departure
4. Daily Miles Made Good to Destination
5. Daily Lat/Lon at 10:00AM Local

Here is the Output:
Main Engine
1. Hours left on Fuel Filter and yellow light when getting close; red light when due
2. Hours left on Oil Filter and yellow light when getting close; red light when due
3. Hours left on Oil Change and yellow light when getting close; red light when due
4. Hours left on Impeller Change and yellow light when getting close; red light when due
5. Average % of engine use vs. sails
6. Daily Liters Fuel/hour
7. Average Liters Fuel/hour
Generator
1. Hours left on Fuel Filter and yellow light when getting close; red light when due
2. Hours left on Oil Filter and yellow light when getting close; red light when due
3. Hours left on Oil Change and yellow light when getting close; red light when due
4. Hours left on Impeller Change and yellow light when getting close; red light when due
5. Daily Liters Fuel/hour
6. Average Liters Fuel/hour
7. Average daily hours of use
Dual Racor Fuel Filtering System
1. Hours left on Port Fuel Filter and yellow light when getting close; red light when due
2. Hours left on Starboard Fuel Filter and yellow light when getting close; red light when due
Passage Information
1. Miles completed
2. Miles to go
3. Fuel Consumed to date
4. Fuel Predicted to be consumed
5. Fuel Predicted to be on hand at arrival
6. Average Daily Miles Made Good
7. Average Daily Velocity Made Good (Average Speed)
8. Daily Lat/Lon
9. Predicted Arrival Date/Time GMT
10. Predicted Date/Time Local
11. Table reflecting average passage speeds from 4 to 8kts in 0.2kt increments and the expected Date/Time of arrival GMT and the Date/Time of arrival Local. This table is continuously updated and reflects the remaining passage miles and helps me with "what if" situations when we are trying to speed up or slow down to achieve a certain arrival time. As example to arrive before dark we need to maintain X.0kts for the next 24 hours.

The MOAS also has several tables for converting liters to gallons and currency converters to help me with how much I am actually paying for a liter converting to US dollars and US gallons.

I also record oil, fuel & oil filter changes and impeller changes for the main engine and generator when they occur.

There are a number of smaller tables in the MOAS and about the only thing the MOAS does not have is a table to predict best fishing times, although I have some ideas on how to do this.

Oh, one more thing, the MOAS requires a little alcohol to understand its subtle inner workings….Beer-Thirty…Bye for now!

Thursday, May 28, 2009

Back in flying fish latitudes!!

Tuesday morning dawned sunny and clear and beautiful. Finally a pretty day to see New Caledonia and we were leaving. What little we did see as we motored out of the enormous lagoon was very pretty. This is a place where we could have enjoyed 90 days sailing around the main island. There are so many day hops and tucked away anchorages - at least according to our charts. We did not have the opportunity to see any of these places. Sorry that we missed what looks like a great sailing destination. That lagoon ranges from 8 miles wide to 22 miles wide and the island is about 200 miles long, so that gives you an idea of the vast day-sailing area. And they have the cutest little red-topped white lighthouses marking the reefs. Wish we had more time to enjoy this place, but we must get on over to Australia to meet our grandson Zachary soon.

We left the marina slip around 1000 and went to the fuel dock. Didn't think we really needed diesel but figured we might as well fill up since it was so convenient. People had warned us that diesel is expensive in New Cal but we did not find that to be true. Duty free diesel is available after you have cleared out. We had the agent clear us out on Monday and you then have 3 days to depart. Duty free price converts to 83 cents USD per liter. That is not expensive compared to pther places we have bought diesel in the South Pacific. We topped off the tank and Bill went with Eva back to the agency office to pay. Soon he returned and we headed off. Only to receive a VHF hail 5 minutes later telling us that we had forgotten our credit card in the agent's office. Quick turn-around and back to the visitors dock where the agency owner met us and handed over the credit card. Whew!! That was close. That would have been darned inconvenient when we arrive in Australia.

It is noon Thursday, May 28, 2009, starting day 3 of our passage to Mackay, Australia. We are definitely back in the latitudes of flying fish and bioluminescence. (That is probably spelled wrong but I am typing this on a laptop in the sunlight and cannot see the screen.) The first day was wind almost on the nose and we sailed close-hauled for 24 hours. Then the wind switched direction and was directly behind us, although we were still able to sail okay. During the middle of the second night the wind died so low and the seas were so disturbed and we were rolling a lot so we are now motor-sailing at a comfortable 6 knots. According to our weather guy it will remain like this for a day and then the winds will start to pick up. Should be 25-30 knots during our final 2-4 days.

We are now approaching the area south of the Chesterfield Reefs. We are going well south of these reefs. Many people like to stop there for a few days to break up the long passage - similar to the Minerva Reefs en route to New Zealand and the Belveridge Reef en route to Niue. For some reason lots of people get a kick out of anchoring in the middle of reef in the middle of the ocean. Frankly, I would rather get on with the passage. The first 3 days of a passage are always the hardest physically; after the third day/night you have adjusted to the schedule and everything becomes routine. So why would we want to stop after 3 days and then start the adjustment process all over again? Not for us.

Tonight we will be approaching the area where S/V Sambaluka sank last year when she hit a reef. Our route takes us 30 miles south of that accident. Then much farther SW is another reef where S/V Hot Ice sank last year. Also, much farther NW of our route is another reef where S/V Asolare went up onto the reef and was lost last year. S/V Sambaluka and S/V Hot Ice went on the reefs because they had their chart plotters zoomed out too far and the reefs did not show up at that chart scale. Pure operator error. S/V Asolare was a new Amel 54 and their accident had a different cause. They had a different version of C-map charts and a well-charted reef was omitted from their particular C-map charts. There was a big hullaballoo about this and a notice was posted on Noonsite.com warning everyone to check their C-map charts. We have checked our C-map charts and all 3 of these reefs are correctly charted. Still, I will rest a lot easier once we have arrived in Australia.

Note added July 27, 2009: Here are a few screen shots of our Maxsea C-map charts indicating where S/V Asolare hit the reef. As you can plainly see, this reef does not appear when the charts are displayed in the larger scale; but the reef is very obvious when you drill down on the chart.












And here are a couple of screen shots indicating where S/V Sambuluka hit the reef. Again, the reef does not appear on the larger scale chart but is very evident on the smaller scale chart. We checked all 3 versions of C-map charts that we own and these reefs appear in all 3. We also checked our raster charts and both reefs are also indicated on those electronic charts. BTW, these reefs are also on the paper charts.











We will be entering the Capricorn Channel and sailing northwest up to Mackay. It is about 220 miles from the Cap Channel entrance to Mackay. This channel is extremely wide and supposedly well marked with buoys and lights. This will take us up behind the Great Barrier Reef and we will probably remain behind the reef for the entire distance up the eastern coast of Australia. Mackay is just south of the well-known Whitsunday Islands, so we have a lot to look forward to and hope Zachary enjoys this special experience of sailing the Great Barrier Reef.

Last night I could hear flying fish hitting the deck and flying into the upside-down dinghy on the mizzen deck. Haven't heard that since we left waters of Kingdom of Tonga early last November because they did not have flying fish in the colder waters of New Zealand. And the bioluminescence for the last 2 nights was especially thick and vibrant. I noticed last night that when the stars are bright the green and yellow specs in the water shown very brightly as they flowed down the side of our hull. But when the clouds darkened, so did the bioluminescence. Never noticed that before.

We have sailed well over 20,000 miles at sea and are still learning.

Monday, May 25, 2009

The photo at left is a local statue of a Kanuk.

We pretty much stayed inside the boat during most of our stay in Noumea because of rainy weather. Walked around the city of Noumea a couple of times; saw the new Star Trek movie in French and did not understand a word except “Live long and prosper” so we will have to see it again in Australia to understand the plot; visited the market almost every day; and found the McDonalds for a fast-food fix. Weather looks good for departure for the 1000 miles passage to Australia this week, so we cleared out of New Caledonia today. Tomorrow we will visit the fuel dock for our duty free diesel and be on our way.

From what little we have seen, New Caledonia is probably very pretty – but the weather has been so dismal and dreary that it is really difficult for us to make a judgment. The ITCZ has been very active in this area during our visit. We hope to get a bit south of all this dreariness for our passage to Mackay, Australia.

Today I pulled out the dried cranberries and raisins that Australia quarantine would take from us. Cooked those with a bit of sugar-water and cornstarch and added the open jar of apricot jam that I think Australia quarantine would also take and baked some great filled pastry. That takes care of breakfasts while at sea for the next week. I went through the freezer one last time and determined what we might eat during this passage and Bill distributed the excess sausages and chicken breasts to other boats here in the marina. Rather give it to strangers than throw it away in Australia. Should be on our by mid-day tomorrow.

This posting below was taken from the Hacking family website. They did such a good write-up on New Caledonia that I didn’t see any reason to try to improve it. Much of this also is verbatim from various travel guides we have onboard.

Language: French and 27 distinct Kanak languages
Religion: Catholic, some protestant, some Kanak religions
Population: Indigenous peoples, Kanaks, about 87,000. French/European colonialists, about 68,000.
Money: French Polynesian Francs. About 100 CFP to 1 US$.
Landscape: Grande Terre is 250 miles long, and 30 miles wide, forested, hilly. It is surrounded by the world`s second largest barrier reef with numerous motus. There are 3 significant offshore islands called The Loyalty Islands, plus another significant southern island called Isle of Pines (Ile des Pins).

Pre-History –

During the Pleistocene period, about 50,000 years ago, people were able to spread out from South-East Asia and migrate into the islands now known as Indonesia, New Guinea, and the Solomon Islands. Here their travels were blocked by subsequently greater distances of ocean to cross. Austronesians from the west, now called the Lapita people or pin-hole pottery people, eventually moved into the area and intermingled with the Papuans, forming the diverse group of peoples known today as Melanesians.

The Lapita were excellent sailors, and by 1500 BC had crossed over from Vanuatu to New Caledonia. They quickly spread to inhabit the islands of Fiji, Tonga, and Samoa as well, where they preceded the Polynesian arrival. For the next millennium the Lapita dominated the southwest Pacific waters with their navigation and trade. On land they were agricultural and very talented at making pottery.

Polynesians, threatened by overpopulation of their islands, migrated from Samoa, Tonga, and Wallis to New Caledonia starting in the 11th century AD. The Lapita apparently welcomed the Polynesians, and joined their culture and people together. New Caledonian tribes were widespread and frequently isolated along the coasts, giving rise to the many different indigenous languages. However, all these tribes made a complete living off of terraced crop-farming, fishing, the hunting of flying-foxes, and cannibalism. As in Fiji, the ritual of eating your enemy was a powerful one in New Caledonia, believed to enhance the power and strength of your clan.

New Caledonia, like islands farther north, was discovered by Europeans purely because of the search for Terra Australis Incognita, or Australia. In 1774 James Cook was the first to land on Grande Terre, and named it New Caledonia because he believed it resembled the highlands of Scotland (to the Romans, Caledonia). His few days of interaction with the locals left him with the impression that they were “robust and active, courteous and friendly, of honest nature and the women modest.” The only other impression Cook got of New Caledonia was of the fine timber that covered the Isle of Pines – his carpenter assured him that the timber was good enough quality to be used in shipping.

The French, when their interest got piqued by the economic potential of New Caledonia, found the locals to be very different from the way Cook described them – in short, aggressive thieving cannibals whose women were not at all modest. There are several theories as to the difference of opinion, from the naivety or criticalness of the two explorers to the possibility that they encountered two very different tribal groups. The French were the first to sight Ouvéa, the northernmost Loyalty Island, but in the same year (1793) an English captain sighted the southernmost, Maré, and noted the presence of sandalwood. The Loyalties were never correctly charted until a French explorer did so in 1827 (but, being French, he used Paris as the prime meridian, zero longitude).

New Caledonia was initially used commercially by British whalers from Australia. There was an oil extraction station in the Loyalties but the Europeans weren’t appreciated and this led to skirmishes between them and the locals. Sandalwood-traders were initially better-received and had more of an impact on the local people. In return for stripping the Isle of Pines, the Loyalty Islands, and parts of Grande Terre of sandalwood, the Australian-based Europeans traded metal tools, tobacco, and alcohol to the natives. They also brought diseases that the local medicine men weren’t able to deal with, and as the sandalwood market expanded but supplies dwindled, the Europeans became more desperately threatening and abusive. As hostilities escalated, the locals retaliated in their traditional way – in 1849 the crew of an American ship were massacred and eaten.

Later in the 19th century, many New Caledonians were taken as slaves to work on foreign plantations. This happened all throughout the South Pacific. The islanders that were kidnapped by blackbirders were tagged with the name of “Kanakas,” and apparently in New Caledonia the label stuck. For a while it was considered insulting, but after French possession of the area, local New Caledonians took back the racial name of “Kanaks” and now bear it with pride.

Two main missionary religions factions operated in the South Pacific – the French Catholics, and the English Protestants. Besides their national differences, their religions were against each other as well. This made for very competitive missionaries. The London Missionary Society, having learned throughout the other Pacific islands the best way to approach a different culture, sent two converted Samoan Protestants to the Isle of Pines in 1841. Unfortunately for them they were driven off by inflexible natives, but they established themselves on Lifou a year later. The French Société de la Propagation de la Foi (Society to Propagate the Faith) maintained a missionary on northern Grande Terre for four years, until it was demolished by angry, starving and diseased locals. When the French missionaries returned in 1851, they brought military protection with them.

Like what occurred in most other Pacific islands, the missionaries did their best to eradicate the New Caledonian culture. Nakedness and polygamy were labeled as offensive. Cannibalism was staunchly stamped out. Cricket was introduced, and traditional games were left behind. Even more ignored were the traditional Kanak rules and customs, which were passed down verbally through generations. A main part of these customs are the customs of gifts, and sharing. The missionaries believed they had bought land from the Kanaks; the Kanaks assumed the crops on the land were communal, and when they harvested them they were accused of thieving. But as the missionaries became more successful in their conversions tribal wars broke out over religions. The French military only suppressed these “holy wars” in the late 19th century.

From French Annexation –

As France and Britain continued to divide up the South Pacific, France was worried they would get the short end of the stick, and in 1853 Napoleon III annexed New Caledonia. Britain, busy with new possessions of New Zealand and Australia, largely ignored this annexation. France established a military base and began importing over 20,000 convicts. Many were political prisoners, including artists and writers. Well-behaved prisoners did public works, like the building of St Joseph Cathedral in Noumea, while others were sent to violently repressive prisons in the interior or to isolated Iles of Pines where they died of illness, mistreatment, starvation, or the guillotine. Only a few were pardoned after decades of incarceration.

Nickel was discovered in 1864, bringing with it more settlers and increased conflicts between farmers, miners, and indigenous peoples. The Kanaks, forced off their farming land onto unfertile rocky reservations, and not allowed to move freely or continue trading with outer islands, revolted in 1878, killing thousands. The repression that followed insured destruction of the Kanak way of life. While the French settlers prospered, the Kanak population declined from 42,000 to less than 22,000 by 1901. During World War I, Kanak chiefs were pressured into sending men to serve the French; this forced conscription lead to more revolts. The legislated discrimination continued until the end of World War II when they were finally declared French citizens.

Finally, during WWII, as new Caledonia chose to side with De Gaulle and the Allies, American set up a military base in Noumea from which attacks were launched against the Japanese in the South Pacific. The Kanaks were well treated by the Americans who offered fair wages for their labor. It gave them a glimpse of another way of living, and soon Kanak leaders and soldiers (followed much later by common people) were allowed to vote and form political parties.

The population of New Caledonia changed radically in the decades following WWII, as a nickel boom brought in workers form SE Asia and Polynesia. A strong movement for independence was lead by Kanak students who had studied in France and seen other Pacific islands such as Papua New Guinea and Fiji gain independence in the 1970’s.

With the election of socialist French president Mitterand in 1981, the Kanaks believed that their bid for independence would materialize. But New Caledonia’s radically conservative multimillionaire leader Jacques Lafleur held the territory firmly, and continues to do so to this day. In the 1980’s there were sporadic outbreaks of violence between the Caldoches (New Caledonian settlers of long-standing) and the Kanaks, usually over land rights. As pro-independence movements became stronger throughout the 1980’s there was constant political upheaval in the territory as voting boundaries were changed. A massacre of 10 Kanaks by mixed-race settlers further fueled the upheaval. In December 1986 the UN General Assembly voted in favor of independence for New Caledonia. A referendum for independence was held in 1987 but with the French still determining which New Caledonians were allowed to vote, the Kanak parties boycotted the election and independence was soundly defeated.

As the land was once again re-distributed, leaving the Kanak peoples with the least arable land, a young, charismatic Kanak leader Tjibaou reluctantly moved the people towards civil war, stating “We are on a battlefield and we are just dead people awaiting our turn to die. The balance of power is such that if we didn’t have international support, the colonial power could wipe us out.” The socialist government in France moved in to negotiate an end to the bloodshed. Political accords were signed between Lafleur and Tjibaou giving autonomous rule to the Loyalty Islands and northern Grande Terre, with the promise of another referendum on independence (with acceptable voter eligibility) to take place in 10 years. When both Tjibou and his second in command were murdered in 1989, the Kanak political parties splintered and drastically disabled the movement for independence. A poet and visionary, Tijabaou had hoped been determined to achieve independence but with the least sacrifice of his people. He is now revered as one of the great Kanak chiefs. A modern cultural center near Noumea is named in his honor.

In the 1990’s the French government has made good on its promise to improve the infrastructure, education, and life of the people of New Caledonia with an influx of more than US$750 million in 1998 alone. Three thousand new mining jobs have opened up, and electricity and water have been taken to outlying villages. Today’s New Caledonian people are encouraged to devise a name, flag, and currency design in anticipation of another referendum for full independence to take place in the next 10 to 15 years.

NOTE from Judy: The officials who cleared us in last week talked with me a bit about this push for independence. They think it is a terrible idea as these islands do need the subsidies from France. Independence would be a fiscal disaster.

Just before leaving the marina dock Bill went up the mast to replace our forward deck light. We need this light if we have to do anything on the foredeck at night during passages and it had burned out during our last passage from Vanuatu. Here is a photo looking back down at S/V BeBe from half-way up the mast. A photo from the top of the mast would be more impressive, but Bill only needed to go half-way up to replace the light.

Thursday, May 21, 2009

Fed the homeless & the sinking of friend`s boat

Yesterday morning Bill ventured out in search of an ATM to obtain local currency of francs; they don`t accept Euros here in New Caledonia. The first ATM machine would not accept our debit card and Bill could not figure out whether the message on the little screen was saying that the machine was out of order or that our card would not work on their system. Since the next ATM machine was farther away and we had been advised that it was not the safest place to walk around, this time I accompanied him on this trip. We also wanted to look at the local market.

There is a fabulous seafood market right next to the marina and I wanted some of the great looking fresh tuna, but we have too much food on the boat already so we passed on the fish. There is a separate produce market where those fabulous French pastries are also sold. This is a wonderful daily market; prices are a bit high but the quality cannot be beat.

We walked the few blocks to another ATM. A vagrant street person followed us half a block and stood a few feet from us as Bill did one ATM withdrawal and I could hear him submitting a second withdrawal. I stood with my back to Bill and faced the vagrant, making it obvious that I was watching him. He kept glancing at Bill and the ATM machine and started whistling and making hand motions to other vagrants down the block, motioning them to come to where we were standing. I told Bill that I thought we should hurry up and get away from there. Bill said he was finished and we walked away. The vagrant stayed at the ATM machine.

After we were half-block away Bill told me that only the first withdrawal had worked. The screen said something about "impossible" on the second withdrawal attempt. Remember that this is all in French, which we don`t speak or read. We walked around a few blocks and then returned to the ATM to try another withdrawal. The vagrant had moved on by this time. We put in our card and punched the button for another 8,000 francs and the little screen again said something was impossible. But for some reason I thought it was telling us that it would be impossible to print a receipt. Sure enough, we waited about 10 seconds and out came our money but no printed receipt. Uh-oh. That meant that the previous transaction probably had worked but that we hadn`t hung around long enough for the machine to dispense the money. No wonder the vagrant had hung around the machine after we walked away. Sure enough, once we got back to the boat and got internet access to check our bank account we learned that all 3 transactions had been processed.

Oh well, it could have been much worse. We had just given the vagrant about $90 to drink his day happy. We should expect mishaps to occur when we don`t understand the language. Sort of suprised that we haven`t screwed up before now. We decided to return to the boat before we got into more trouble. On the walk back we saw that the new Star Trek movie is playing just down the street from our marina. Of course it is in French. We are seriously considering going to see it anyway, just to see the special effects even if we can`t understand the dialog or plot.

Now that we had internet access it was time to update the websites and catch up on some of the news. We were very saddened to learn that a boat we know sank last Friday en route from New Zealand to Fiji.

We had met Wendy and Steve on S/V ELUSIVE in Tonga last October; didn`t get to know them well but did socialize with them several times. ELUSIVE was one of half-dozen boats sailing from Opua to Fiji, all scattered well away from one another. They were about 500 miles out of Opua when they received news of impending bad weather and diverted course, heading south again. At the same time John and Renee on S/V SCARLETT O`HARA had also diverted course and were heading west. These 2 boats were not too far from one another and heading in opposite directions, one headed south and one headed west and closing the distance between them. ELUSIVE began taking on water quickly. ELUSIVE is a fast J-44 and had extensive refitting work done in New Zealand. Steve could not find the leak, but did verify that water was not entering at the prop shaft or packing gland.

Wendy and their adult son got into their dinghy and Steve continued to try to find the source of the leak. SCARLETT arrived and John (who is a marine surveyer and very knowledgable about boats) went aboard the rapidly sinking ELUSIVE and attempted to help Steve find the source of the incoming seawater. Apparently the water was entering somewhere in the forward half of the boat. Unfortunately, the water was rapidly filling the boat and it soon became apparent that Steve and John must vacate the boat because to stay longer would endanger their lives. Wendy, Steve and their son were taken aboard S/V SCARLETT O`HARA and watched their home sink. The cause of the leak will now never be known because the boat is at the bottom of the Pacific Ocean. One thing that is for certain is that this sinking was not caused by bad weather or by collision; it was some malfunction on the boat. Our thoughts are with Wendy and Steve as they recover from this traumatic event.

Wendy and Steve are so fortunate that they were sailing this passage with so many other cruisers nearby. If they had been alone on this passage the outcome could have been far more tragic. And this rescue is even more interesting because John and Renee on SCARLETT O`HARA had also once been rescued at sea. Several years ago they departed from Mexico en route to French Polynesia. They were 750 miles out of Mexico when their rudder fell off. The rudder literally fell off the boat!!! They were very fortunate that the Mexican Navy came to their rescue and towed the boat back to Mexico, where they spent 2 years replacing the rudder and making other improvements.

The crew of SCARLETT O`HARA were rescued once and now they have paid forward by rescuing the crew of ELUSIVE.