We offered SetSailors this special Once in a Blue Moon Deal earlier this year. As the holidays approach, our inventory is almost sold out. With just a few hundred copies left, the sale continues …

As Steve & Linda begin to simplify their lives in preparation for going cruising again, they are eliminating the online store. With this in mind, we are offering a special package just for SetSailors.

While supplies last, you can have all four of Linda and Steve Dashew’s acclaimed books for just $69.99 (normally $300) including shipping. Together they combine 3,118 pages, densely packed with over 4,000 photos and illustrations, covering more than 3,800 topics. These are the same books that have sold thousands of copies at $69.95 to $89.95 each: hard bound, Smythe sewn, with reference book quality Roxite covers. This is the last chance to acquire these reference books in printed form. When they are gone they will not be reprinted. This special offer is only available online, and is limited to stock on hand. USA orders only. Visit our shop.

You are looking at one of the two ZF propellers for FPB 78-1. Very high aspect ratio blades with relative low blade area. But maybe this isn’t the optimum.Almost all propeller design software is based on model tests which are set up to match maximum available power to the prop size. With most five bladed props, the design is oriented towards absorbing lots of power in a small diameter. This leads to much larger blade area than what you see here.

FPBs are so easily driven that we have the luxury of relatively large diameter props, with moderate blue area. This leads to a bit more efficiency.

In the past, we’ve added a little extra blade for rough water performance, paying a smooth water drag penalty. However, we are re-thinking this approach. Even fighting headwinds and seas, average fuel burn rarely increases more than 20%. So maybe we are oriented toward heavy going more than we need to be. As long as we maintain our upwind ability, maybe we are better off giving away a little efficiency here, in return for a larger gain where we operate most of the time?

Lifting bodies, like wings, sails, rudders and propeller blades, are governed by the same general rules in terms of lift-to-drag ratios. One of the most important factors is aspect ratio. Induced drag, the biggest prop drag component, is a function of aspect ratio squared. Small changes in disc area ratio yield big benefits, if you don’t need the extra surface area to absorb power. In the case of the FPB 78, the prop can absorb 330HP with the engine at M4 rating. But we will normally cruise between 70 and 90 HP at an M1 rating, so we have lots of extra area for rough water.

Significant prop cavitation, that you can feel or hear, is non-existent with our FPBs so far. This leads to the thought that maybe we have more area than we need. We are working with ZF Propellers to investigate this further. There is no database to which we can turn that addresses this issue, so ZF is doing a bit of lift line analysis using proprietary software. Both our instinct and that of Drew Ovieto at ZF is that there might be something substantial here.

We’ll let you know what we find.

With the annual holiday shutdown at Circa comes a massive cleanup of the work in progress…

And a chance to see what things look like with less clutter. With the great room sole in place, this is the first time we’ve gotten a hint of what’s to come. 

In the ends of the boat, our soles are also now in situ. These aluminum extrusions are light, impervious to the elements, and will look cool. Add indoor/outdoor carpet and we have a quiet, functional, and long lasting sole.

Looking below the forepeak sole into the thruster bay. There is storage below this level, at this level, and above it within the annex proper. The shield surrounding the thruster motor is designed to act as a chimney, drawing heat away with convective airflow.

One of the two 250 amp/28 volt alternators. Those six heavy cables run to a pair of remote rectifier assemblies.

Wiring in the engine room is now almost complete.

A preassembled switching gang assembly. There are a lot of high powered DC circuits aboard.

Innismara, the yacht that started us thinking so many years ago…

We’ve been digging through old photos and came across this shot of the New Zealand yacht Innismara, a 67-foot cutter designed and built by Bernie Schmidt. She plays a prominent part in the story of how we came to be in the boat business. 

When we first started thinking about cruising leadmines, as opposed to racing cats, we figured we needed to get some real world experience before we tried our hand at creating a proper cruising yacht. We found a deal on a well-built CCA era racer, which was quick enough in light air but would only do 178 to 185 nautical miles a day in the trades, and we were used to going a whole lot faster. We talked to Bill Lee about a design, and paid him to do a preliminary work up – in those days we knew plenty about multi-hulls but little about monomarans. Bill’s take on our idea turned out to be a 60-foot long, 12-foot wide rocket, not that different from his breakthrough rocket, Merlin, which came a few years later. But when it came time to get serious we knew we needed more time afloat before we could make the right decisions.

Fast forward to December 1977, we’d been cruising now a year, and were moored in Aukland’s Westhaven Marina on an end tie. Innismara was our neighbor, and one afternoon Bernie Schmidt invited the four of us for a sail. Linda packed a lunch, and off we went. The breeze was light, maybe eight knots, ten at the most in the puffs, and carrying staysail and main we were ripping down the harbor at ten knots.

We started thinking, and sketching. Get rid of Innismara’s trunk cabin, raise the topsides for headroom, put in watertight bulkheads and use the central part of the boat for living and the ends for storage and we had the perfect boat…for us. 

This lead to the original Deerfoot, a 68-foot cutter.

Notice the short swim platform? This was “invented” for helping to get back aboard after swimming or falling overboard, and was something new in 1978.

Next out of the same mold came Wakaroa, a 72-foot flush deck ketch done for our friends Jim and Cheryl Schmidt. She was much closer to our idea of the perfect mom and pop cruiser.

Jim and Cheryl put well over 100,000 nautical miles on her.

At the same time Wakaroa was underway we started Intermezzo II, a 62’ flush deck cutter to replace our 50-foot Intermezzo. We had no intention of building any more boats, but the phone kept ringing. And 38 years later it still is. All due to that Saturday afternoon on Innismara.

You are looking at a huge mistake: a new mainsail that did not fit, with too much roach.

John Conser and I had miscommunicated. The new, super high tech and high cost main for Deerfoot II did not fit. The roach was way too big and stuck out almost three feet behind the backstay. There was no re-cut that would save the sail. It, he, and we were toast.

But let’s at least give it a try before trashing it, we thought. We sailed faster of course, closer to the wind, and surprisingly, with less heel. As nice as all this was, dropping the main halyard each tack or jibe so that the roach would clear the backstay was not practical.

So we decided to try a tack with the sail hoisted. And it cleared. We tried it again…same result! We quickly realized we had a breakthrough of sorts for fixed backstay cruising yachts.

Compare the roachy main above with the conventional main below.

The new main had way more area up high where the breeze is stronger. The more elliptical distribution of sail area increased effective aspect ratio reducing induced drag–hence less heel.

We ordered new big roach sails for Sundeer with the same result.

On our  later designs like the Sundeer 64 ,60, 56, and Beowulf above, we went to swept spreaders and eliminated the backstays, allowing more roach, creating even more efficient sail plans. These resulted in powerful rigs, with a low center of effort, and very efficient drag angles. This allowed a small crew to harness the power, and the sail plan could be carried longer before reefing was required. Shallower draft was also a byproduct.

Our performance really took off with this second generation main and mizzen, which Dan Neri and Kenny Read designed and built for us at North. These came after the Volvo ocean race in 2001 where the mainsail girth restrictions had been eased. The high end competition taught North how to build big roach mains that were flat at the top and twisted off nicely with wind shear. With these mains, and the two code zeroes, the two of us averaged 300+NM, anchor to anchor, on tradewind passages.

And all because of the mistake with the new main for Deerfoot II.

We’re expecting and we are excited to share. Check back on Wednesday January 20th for a look at our new baby. 

Check back Wednesday, Jan 20th for the birth announcement.

Check back Wednesday, Jan 20th for the birth announcement.

There’s a new kid on the block, a smaller sibling to the FPB 97 and 78, and like most younger family members, this one is as tough as nails.The FPB 70 incorporates performance characteristics and efficiency of her larger sisters, with new design aspects unique to the FPB 70. 

For a couple cruising mainly on their own, or with family and occasional guests, she may be the most comfortable, easily operated, and efficient of all the FPBs. Which is why the first FPB 70 is going to an existing FPB owner.

When it comes to crossing oceans quickly and safely, she is right up there with other members of the FPB family, with a 5000NM range at her eleven knot cruising speed. And she retains the FPB look. To seafaring professionals, she is all business on the outside. To those who might be thinking ill, she gives no hint of the luxury that lies beneath her tough exterior. The message is unmistakable: “Don’t mess with me”.

The generous Matrix deck of the FPB 97 and 78 has been incorporated in this smaller sister.

There is a windscreen fully surrounding the area, and the forward portion is ideal for getting a bit of sun, if that seems desirable. The combination of the windscreen and the overhanging roof provide the basis for a variety of enclosure options, depending on where you’re cruising and what your weather requirements are. For example, for maximum watch keeping protection and efficiency underway, just the aft portion of the Matrix deck would be enclosed. Or fold the pad back and there is a great place to stretch out and nap.

The interior layout is an amalgam of the best features from across the FPB family. You will recognize the engine room and workshop/crew quarters from what was developed with the FPB 78. The area forward of the engine room is a combination of what has worked so well with FPB 83 Wind Horse, and the ten FPB 64s now actively cruising.

The FPB 70 has the ability to carry a fifteen foot and ten foot RIB. The larger can be set up as a highly capable exploration or fishing machine, while the smaller gives you a very nice dinghy for going to the beach and as backup.  

• A great room with more floor space than FPB 83 Wind Horse, coupled with the FPB 64’s galley.
• Outward canted windows with a negative edge headliner to pull your view outside.
• A large Matrix deck.
• Scaled down FPB 78 engine room and workshop/crew cabin/lazarette. 
• Two lovely guest cabins aft, with heads ensuite. With a single set of guests the starboard side can be made up as a sitting room.
• Owner’s suite reminiscent of FPB 83 Wind Horse with the addition of a walk-in closet.
• Massive basement area for systems and stores.
• Room for a 15’ RIB + a second dink on the aft deck.
• Twin Deere M1 rated diesels 165HP at 2300 RPM.
• Draft of five feet.
• Four full and one partial watertight bulkheads.
• Hinged mast system.
• Large forward facing Dorade vents in front of Matrix coaming to pressurize great room.
• Powered extraction vent in the aft end of the great room.
• Extra EPDM insulation (same as FPB 78 – three times normal) for quieter and more efficient operation, both at anchor and underway.
• Near solar self-sufficiency, making the generator largely redundant.
• More space in the engine room and basement for systems means even lower maintenance cost. 
• The outward canted windows are easier to clean, and the elimination of stainless on deck reduces upkeep while enhancing the “look” of the FPB 70.

Preliminary Specifications V2.1

(subject to change without notice)

LOD 78’ (23.8m)

LWL 75.4’ (23.m) 

Official Length (Lloyd’s rules) 70’ (21.3m)

Beam Deck 18’ (5.5m)

Draft-half load Prop Skeg 5.1’ (1.55m)

Cruising Speed 11.00 knots

Top Speed 12.75 knots

Approximate Range 11 knots – 5000 NM   (Note: speeds/ranges are smooth water/clean bottom)

Main Engine 2 X John Deere 4054 AFM 85 165HP @ 2300RPM M1 Rating

For More Information:

Contact Sue Grant for lots more information on the FPB 70 Little Sister and details on how to secure your building slot. There is a PDF download available with a thorough look at the FPB 70, and Sue can fill you in on the contract details. Sue.Grant@Berthon.co.uk.

Creating, fine tuning, and testing yachts intended for serious cruising is demanding, intense work–as you can see above.

We are in New Zealand, vetting details and checking some of the concepts developed for the FPB 78.

One chore was acceptance trials of the 16’AB inflatable supplied by Family Boats in Auckland (good guys). Steve is discussing optimum trim with Tony from family boats. We were astonished by almost silent operation of the 60 horsepower Yamaha four stroke outboard.

The very same dinghy positioned under its davit on FPB 78-1. For more info on this feature and how it is used, see the FPB 70 details.

One of the projects this week is working through the aesthetic accents to come. Circa have removed protective coverings for us. Add upholstered headliner panels, countertops, and we’re there.

You can get a sense of the finish here.

Sliding fridge shelves for FPB 78-2. These lock in place, and are adjustable in height.

Testing space on the Matrix deck with some very cool sofa designs from Circa. OK, maybe not the perfect color but they give us a sense of how the area can be used. When you see how this space has evolved you will be surprised. We are very excited about what it means for our cruising.

One area that will not be getting art work this time is the engine room. It is so beautiful that anything we would add to the bulkheads would detract from the aesthetic values created by Circa.

We’ve previously discussed our prop engineering. This gives you a feel for the five bladed ZF wheel in situ.

A svelte and simple prop shaft line cutter.

The annex and forepeak is done, and we really like the extruded sole approach.

You are looking below the sole in the thruster bay. There is so much storage volume under the sole that we have put in shelves that are easily removed in sections, for access to gear stored lower down.

A couple of sole panels have been removed, exposing the area below. We store infrequently used gear down here, like hurricane warps, leaving the more easily accessed area above for items we use more often.

Anyone care to speculate on what is happening here? This is a hydraulic system polisher, to remove any debris that may have inadvertently escaped normal cleaning procedures.

The inboard end of the boom control system. Friction is so low on this double track system that you can push it easily with your little finger.

There is both a windlass and a warping winch at the pointy end. The warping winch is power in/out and compliments the same winch at the stern. 

From the land down under whence come the best flat whites, we bid you kia ora.

You are looking at as lovely a piece of yachting jewelry as has ever been afloat. The creation of Circa’s 

Larry Brown, this is the inboard end of the new FPB boom control strut. It starts with a pair of Lewmar traveler cars, running on two parallel tracks along the side of the Matrix deck. It provides a two axis articulation for the strut. The base contains a large bearing captured in an o-ring sealed turret. Similar fittings exist on the booms.

The car position on the track is adjusted with a four to one tackle, which in turn adjusts boom position.

Another detail from Larry’s machine shop, the hold down system for the solar panels. 

The chippies (carpenters) produce many gems as well, much of which is hidden.

Take these plenums which connect air conditioning evaporators to the barrel vents.

These are lined with EPDM for noise and condensation control, and even have cleaning ports.

We will close with another example.

Eventually this might be known as a stairway to heaven.

We’ve been gently reminded that new content has been lacking – our feeble excuse is that we have been swamped. As it is Thanksgiving weekend and we have much for which to be thankful, a pause for a brief update on the FPB 78-1, starting with a couple on interior photos.

Until the boat is completed and afloat, it is difficult to get a sense of the interior. We can only photograph isolated bits, which are immediately protected from damage after installation. But these galley shots will at least give you a sense of the finish.

FPB 78-1 has a very modern aesthetic theme. FPB 78-2 and 78-3 have more traditional interiors.

A look aft here from the middle of the salon. In the aft starboard corner that is Pete Rossin, formerly of 64-3 Iron Lady, now awaiting delivery 78-3. Pete is checking out the circuit breaker logic.

Looking forward now at the TV cabinet with its doors closed.

There are two observation modes. Doors open, as shown above, will probably be the most used.

TV raised will be the favored position when there are a bunch of folks watching at anchor.

Two air conditioner evaporators and a heater installed. Note the insulation on the refrigerant lines.

Damage control pump and every day bilge pump plumbing.

Battery container, one of two, in a tank sump. This  will hold six 1500 amp hour cells.

We ‘ll try to keep up a little better in the new year!

The design process for us has always been an evolutionary spiral. As we get further into the project, as the pieces begin to come together, we almost always discover hidden gems that, when teased into reality, help to make a better product. The process is time consuming, occasionally drives the builder to distraction, but it’s the way we do things.

This past week in New Zealand has shown us there are ways of blending the FPB 78 capabilities to create an even better cruising machine than we had thought possible, with only small edits to our original concept.

A preamble… We are at the point in life where we want the option of having crew with us. Note: the operable word here is option. We also wanted to allocate more living space that caters to the needs of family and friends when they visit. In the past we felt the best design was one which optimized the boat for our own needs. Why sacrifice a large part of valuable volume for guests that would only be aboard for short periods of time? Since most of our clients had similar thoughts, this pattern of space utilization worked well. Our own changing view on the subject of crew and guests is what prompted the FPB 78 design in the first place and one of the things we were after was the ability for crew and/or guests to each have the ability to get away.

Which brings us to our recent awakening with the soon-to-be-launched FPB 78-1. We will start with an update on the Matrix deck. First, careful attention to weights and some unused “fudge factor” in this regard has left us with the ability to glass in the Matrix deck. Weight and VCG go up with the glass, but the ambiance, longevity, and endurance compared to the fabric-edged clearview windows is worth the performance penalty. This turns the Matrix area into interior space, which opens new furnishing/living options. The photos that follow represent a few of the arrangements we tried prior to ordering furniture. The good folks at Circa were kind enough to lend us some lovely pieces with which to experiment.

Looking aft in the photo above. In all our previous computer layouts, we had always allowed a passage between coaming and port side furniture. This is an absolute ergonomic requirement at sea. What became immediately apparent during our recent visit is that moving the port side seating outboard, as shown above, opens up the entire Matrix deck to a new interpretation. We will still move the seating far enough to starboard at sea to create our body constraining walkway, but then move it back at anchor so that the space is open.

This is looking from the starboard aft corner forward. Here we have another experiment, with the Stressless chairs outside to port. The layout won’t be final, if ever, until we’ve been cruising for a while. What we love about how the Matrix deck has turned out is the flexibility it gives us for space planning. Our present thinking is that we will end up with a couple of convertible sofas, so that the grandkids–or we–can sleep up here if so desired.

While we are on the Matrix deck here is a look at the nav station furniture carcass, prior to finishing.

Let’s move on to dinghy size, storage, and our procedures at anchor. We are used to being prepared to put to sea without delay any time we are anchored in an exposed area. We also prefer our dinghies out of the water when not in use and at night, both to reduce the chance of loss and to minimize maintenance. We are accustomed to bringing them on deck, and have worked to make this as simple as possible. A few months ago we started looking at a different approach. What if we used traditional davits to raise the dinghies leaving them outboard at anchor? This reduced risks, was dead simple to operate, and would keep the aft deck clear for other uses. We would still use the booms for hoisting on and off deck for going to sea, but once in a cruising region, the dinghies could stay on their davits with the aft deck clear. This eventually lead to what you see below.

A pair of davits on each side, and a clear aft deck. Add a permanent awning extension to the Matrix deck overhang and suddenly we have space at anchor for a table and chairs. Dining al fresco, with the BBQ and its work surface nearby, becomes the operative mode any time the weather is pleasant.

The dinghies are sufficiently clear of sea level so that in all but the worst conditions they could, if the need arose, be carried outboard underway. Gone are the days of risking ourselves to recover a dinghy too long left afloat, onto the deck,  in what has become a dangerous anchorage. If needed, simply hoist them onto their davits and put to sea.

Another aspect of the davit evolution is the ability to store the port side dink on top of the inboard rotated davit, thereby freeing the deck space below.

This is the best of all worlds. We have a 16-foot relatively seaworthy RIB, ideal for exploring and emergency use in lieu of a life raft, and a 14’ rowing dink, both stored inboard at sea, with a totally clear aft deck at anchor.

The open aft deck, and the more versatile Matrix deck, totally change the way we now look at our FPB 78. We have three distinct living zones. The great room for food prep, and as a theater with the large TV, the aft deck for dining and lounging outside, and a Matrix deck that will serve at anchor as the preferred hang out space. When the grandchildren are with us it will be their dorm, leaving the three staterooms to the elders.

The surprise on the lower (accommodation) deck has been the evolution of the annex/forepeak area.

With the storage we have aft, and the volume available below the floorboards in the forward section of the boat, there will be little need for the jumble of gear stowed all over the forepeak we are used to seeing. Rather, we expect to have a few neat coils of dock lines, and quite possibly little else. There are systems of course, but in essence we expect this forward quarter of the boat to function as a luxurious laundry room, gym, and overflow stateroom for family. Or, if our needs change, as a library, office, etc. In short, there are lots of possibilities. We are doing the minimum to start with, keeping options open for the future.

At the aft end of the lower deck, behind the engine room, what would have been called a lazarette is now a lovely workshop, with the possibility of having a comfortable crew suite if that’s the direction we head. For now we are installing a head and shower pan, but otherwise waiting to fit this out as experience dictates. In the interim, we have lots of free volume in which to play. The photo above shows you about a third of the space.The other two thirds for now, except for the steering gear, is wide open.

We were going to fit pipe berths into the workshop and annex areas, but with so much floor space available we will start with high end camping beds instead. These are very comfortable, can be used anywhere aboard, and are easily stowed in compact form. We are just starting to research this subject and if you have suggestions we’d love to hear them. An idea of what we are thinking about is below.

 

Are we excited? You bet! And we cannot wait to get FPB 78-1, Cochise, into its element and see what other discoveries await.

Beowulf leaving Norfolk, VA on her way to the BVI at the start of the 2001 Caribbean 1500.

She’s cruising along at 16 knots. Her windward ballast tanks are filled with sea water, she is upright, comfortable, and ever so easy for the two of us to sail.

The full width main and mizzen travelers made jibing a controlled affair, and the canting bowsprit brought the code zero reacher or spinnaker far enough to weather that we did not need to bother with spinnaker poles. Although Beowulf was strictly a cruising yacht, with washer and dryer, a lovely interior, and all the usual piles of cruising stuff, she was still quick. That speed kept us out of bad weather, and allowed us to hang with favorable conditions.

On this five day three hour passage, Beowulf set a Caribbean 1500 record that still stands.

We are anchored above in Dehais, Guadaloupe, before the start of the Guadeloupe to Antigua feeder race. That’s the mighty Mari Cha III anchored alongside. In 1999 Mari Cha had taken an hour off the race record, making the 42 N passage in three hours and ten minutes, a time that everyone thought would stand for years.

We were hanging out in Antigua in 2000, when on the spur of the moment we decided to take part in the race from Guadaloupe. The breeze was backed a little from the norm, and sailing with son-in-law Todd Beveridge as crew, we smoked across the course in three hours and five minutes, breaking Mari Cha’s record, to the surprise of everyone, including the race committee who barely arrived in time to record our finish.

In 2001 we did the race again, now with Mari Cha on hand. In 14 to 16 knots of NE breeze, reaching, she waterlined us, putting 30 minutes on the diminutive Beowulf. She owed us an hour on handicap, so we won overall on corrected time, but then we have always believed the first boat to finish wins the race.

We were much more concerned with passage times under cruising conditions than the odd race. Our most memorable trip in this regard was Nuka Hiva, Marquesas, to San Diego, roughly 2850 miles against the trades. The two of us did this passage in 12 days and three hours, using a pair of hurricanes to slingshot ourselves along the way. You can watch a video of this passage below.

Fast is fun, and you get there quicker too.

Post script: Beowulf was on average 25 NM a day faster on tradewind passages than the FPB 83 Wind Horse. Only the FPB 97 Iceberg equals her average time. But not even Iceberg could stay with Beowulf if the breeze was fresh.

The Dashew Offshore swim step, shown above in its highest evolutionary form on the FPB 97 Iceberg, started out much more modestly.

The original concept was for use when swimming, dinghy boarding, and for man overboard recovery.

Our first test of the swim step came in Antigua, after a 6000NM passage from Capetown, South Africa.

The 72 foot ketch Locura’s swim step was typical for our modest approach.

No matter the boat size, the majority of the hull was reserved for systems, storage, and accommodations. The swim step was sufficient to do its job and nothing more.

Then Fred Somes, the owner of the Deerfoot 63 Astra, decided he wanted more room in which to play. The extra area added waterline  and helped appearance.

Fast forward 30+ boats and we were back to simple functional boarding. This worked really well.

But the longer swim platform of the FPB 64s worked better. A key advantage was the ability to bring the dinghy alongside.

So we are slow learners… But eventually Wind Horse got an extension.

Along with easier dinghy operation, the added waterline brings better speed and lower fuel burn. Downside? None, except for added dock length. But then, neither we nor our owners spend much time tied to the dock.

Many cruising decisions are based on a detailed decision making matrix. Others are based on a spontaneous decision. The latter often make for the most interesting experiences.

Last week, fellow circumnavigators Mary and Scott Flanders were visiting us in Tucson. Scott and Mary have recently moved ashore after many years of living aboard Egret, their Nordhavn 46. They are compulsive about photography, and seriously into off-road adventuring as a means of getting the best pictures, traits we share with them. When Sarah sent us a link to a news story about a record breaking wildflower bloom in Death Valley, it took the four of us ten minutes to make the decision to hit the road. Although this meant a ten to 12 hour drive, opportunities like this do not come often, and the bloom could be over within a few days.

When you consider that Death Valley is the driest and hottest environment in the Northern Hemisphere, with annual rainfall between one and two inches (25/50 mm), the uniqueness of the wildflower bloom comes into perspective.

There is a certain comfort to having long range plans, to knowing what you will be doing and when. A calendar laying out the next month’s events gives a sense of control. Making spur of the moment decisions, changing plans, is hard for many. It is also difficult for friends and family when you have to engage with the uncertain.

On the other hand, flexibility often leads to wonderful experiences.

And through the years that we have been voyaging, our most cherished memories are the result of decisions made quickly in response to new cruising intelligence.

Mary and Scott (the latter above) are Nikon (camera) shooters,

while Steve is a Sony mirrorless convert (formerly a Canon shooter). Linda (above) likes her iPhone camera, and often comes up with wonderful photos, as good as or better than what fancier gear achieves. Part of this is due to a good eye (best in the family for sure), and part the ease and speed with which she can get into action.

For some situations, planning and superior hardware are key, as in the photo above. This is Zabriskie Point, photographed in the light of a half moon, with a Sony 7R2 mirrorless camera using a Sigma 20mm F1.4 lens. Three photos have been assembled into the panorama you see above.

Burrowing in a little further above is a crop of just the center image.

How good is this latest gear from Sony? We have not yet learned it well enough to push the boundaries. We do know that the rules we have learned through a lifetime of shooting, dealing with light, noise, exposure, and composition are no longer operative. We are looking forward to putting this all to work in a much wetter environment.

It is a law in the yacht building universe that the sparkies (electricians) are always the last ones off the boat. And with the DC system now almost complete, we can see the light at the end of the long building cycle tunnel. We thought this might be a good time to go through the DC battery bank and related circuits.

We’re looking here at half of the house battery bank. These are Hoppeke12 OPzV1500 batteries, rated at 1570 amp hours based on a C/10 discharge rate, to 21.6 volts. Capacity is a function of temperature (warmer is better in terms of capacity), and how quickly the batteries are being discharged. C/10 rating would mean a discharge rate of 150 amps. We might get this high a small percentage of the time when cooking, but a high average would be more like 40 amps so C/25. This adds 10-to-15% to available capacity.

These are generically called “traction” batteries, and have an expected cycle life of 1200 80% discharge cycles.

Back off from 80% depth of discharge to 65% and cycle life jumps considerably. By habit we all look to minimize DoD so as to maximize life. But does this make sense? Given the solar array, and periodically moving the boat where the engine driven alternators recharge the batteries, it is doubtful whether you would average a full 80% cycle on a weekly basis. But if you did, cruising full time, the batteries should last 20+ years if properly charged and maintained when in storage.

These 12 cells represent roughly 2400 pounds, 1.1 tons, and live within a sealed (and vented) coffer dam within the central tank of the FPB 78. There is a containment vessel that houses each half bank, and substantial space around the batteries for air circulation.

Aluminum construction makes placement of overhead lifting eyes easy, for installation of the cells and later removal and replacement.

In the photo above you can see the wiring exiting through watertight glands.

A large battery bank requires a substantial charging source. The FPB 78 has three means of recharging.

Each engine has a 250 amp/28 volt (hot rating) alternator, with dual sets of windings, in other words effectively two alternators on a single shaft.

The AC current produced by the alternators is rectified into DC by remotely mounted rectifier assemblies, shown above. Each pair of these services one alternator (a rectifier for each set of windings). The alternators are controlled with multi-stage regulators, one for each pair of windings. There is a backup system, created by Deon Ogden, that keeps watch on charging voltage. If it gets out of range, a relay breaks the multi-stage regulator circuit and turns on an old fashioned PWM single voltage regulator.

There are also manual switches with which to select the control circuit.

Three inverter/chargers can charge the house bank when on shore power, or with the genset running. These produce a theoretical 5000 watts of AC power (each) and 120 amps/26 volts DC charging.

Ten 340 watt solar panels are run through with three charge controllers. Two of these can do the job but a third is wired in, and if one fails the load of the other two can be consolidated.

All of this power requires substantial switching and fusing. The major circuit protection/switching is shown above. These are remotely controllable switches, with manual backup, of course. The fuses are not yet in place.

The lighter DC circuits are controlled from the main panel and from a small sub panel in the engine room. Note the generous space between the DIN rail breakers, which makes R and R of the breakers a relatively simple process. The breakers themselves are substantially more expensive, but over the life of the yacht this will be paid back many times.

There’s lots more, but it is a beautiful sunny day, and we’ve got a stack of office work left to do, so we’ll leave the rest till later.

You can expand your visual interior space and add interest by adding art to vertical surfaces. We’re selecting art now for FPB 78-1, looking through some of our photos from the olden days for ideas, and thought this might be of interest.

That’s the forward suite aboard the FPB 83 Wind Horse above.

We have always designed our interiors with an eye towards where art could be placed, for both expanding the visual space and the pleasure of just being in its presence.

Beowulf, our 78’ ketch, had a mixture of original art and prints. Looking forward in the salon above.

And then aft here.

The aft end of the owner’s suite of Beowulf. The watercolor to the left is of Taiohae on Nuka Hiva Island in the Marquesas, which we bought in Nevada.

The print on the forward salon bulkhead draws your eye forward, aboard the 72’ cutter Deerfoot II.

Another photo, this one a bit ravaged by time, of Deerfoot II’s salon.

Back aboard Wind Horse, looking aft towards the aft end of the owner’s suite. Two of our favorite watercolors. The giraffe was a first anniversary present, while the tree was done by Steve’s mom many years ago.

Although small in size, the original kanji painting above adds a very personal touch, along with visual interest in the galley of Wind Horse. This is another anniversary gift.

The framed photos on the locker surface of the FPB 64 Avatar add a touch of color, and the effect breaks up the otherwise monolithic surface of the locker.

Aboard the 68-foot ketch Sundeer above.

This was one of the first 3D renderings done by the late Steve Davis, in this case for an article Patience Wales at SAIL magazine was having written by Knowles Pittman on the 62’ cutter Intermezzo II. It gives a sense of the vertical surfaces which might accept art.

This photo was taken in Manzanillo, Mexico, about 1983. We had met up with Al and Beth Liggett whom we’d last seen in Papua New Guinea. They were finishing their second circumnavigation while we were about to conclude our first. That print on the bulkhead is in our guest bedroom now, and we still enjoy looking at it.

We didn’t have space for art in Intermezzo II’s galley, but we did manage a splash of color with the tiles behind the stove.

The owner’s suite forward bulkhead, above, aboard Intermezzo II.

The Deerfoot 74 Maya has an engraved piece of opaque glass on her main bulkhead.

Finally, for historic perspective, party time aboard our 50-foot ketch Intermezzo. That’s Beowulf V on the bulkhead.

We have found it very helpful to take snapshots of items we think we might use, and then have inexpensive posters made (or in the case above, print them with our CAD plotter). A large collection of potential art rolls into a compact tube that is easily carried to the boat yard.

Here are a few details we keep in mind for this process:

• Framed art has plastic glazing rather than glass.
• We use a single hook to hang the art, and then 3M double-sided foam tape on the frame, to keep the art from moving.
• Hanging hardware on the frame needs to be inset so it does not protrude beyond the frame edge.
• In areas likely to be environmentally challenging, we are now using photos printed on aluminum.
• Low cost photo posters of art allows us to test our ideas before final installation by taping them in place.

Our approach to yacht design (as well as investing) is captured by Nassim Taleb’s black swan theory of economics.

The theory developed by Nassim Nicolas Taleb explains:

• “The disproportionate role of high-impact, hard to predict, and rare events that are beyond the realm of normal expectations in history, science, finance and technology

• The non-computability of the probability of the consequential rare events using scientific methods (owing to the very nature of small probabilities)

• The psychological biases that make people individually and collectively blind to uncertainty and unaware of the massive role of the rare event in historical affairs”

What excites us about this is how Taleb helps us to articulate our historically conservative approach to yacht design, construction, and what we like to call defensive seamanship.

We go cruising to relax, and perhaps have a controllable dose of adventure. The normal risk factors are not great, and can be dealt with by a well schooled crew with a seaworthy yacht. But what about the Black Swan events? Take another look at item three above. To paraphrase the folks at Wiki who put the definition together, it is human nature to ignore the possibility of Black Swans.

Years ago Mike Parker, who along with his wife Carol own the first FPB 64, Avatar, got us into chasing glider distance and speed records (Mike holds a variety of world and national marks). Mike is also a flight instructor and taught what could be called the Parker Black Swan Theory of cross-country glider flight safety. This entails adding additional safety altitude to what the glide computer indicates is required to make it to the next landable area based on the terrain and weather risks. The extra safety margin is insurance against areas of sinking atmosphere, or if expected lift fails to turn up. Glider pilots get into trouble when they use this altitude (or fail to take the time to gain it) to speed the flight, leaving nothing in the bank for those Black Swan events.

There is a direct corollary here to cruising. Boat handling and weather skills, preventative maintenance, and good design are the equivalent of Mike’s extra altitude. When you give some of those away, there is more risk and less factor of safety with which to cover yourself.

A couple of examples of how Taleb’s and Parker’s philosophy is (or isn’t) applied in cruising:

Let’s say you are anchored in a beautiful lagoon in Fiji. The weather is benign, and the forecast stable. In the middle of the night, you are awakened by a squall, which typically would be short-lived. But in this case, the squall strengthens as it continues to blow. If you stay put, you risk being driven ashore, and if you leave, you are operating blind through an area that demands eyeball navigation. This makes you dependent on your electronics. But what if they fail?

This was exactly the situation faced by Pete Rossin and FPB 64-3 Iron Lady. His Furuno navigation system locked up, as they were exiting the anchorage. Iron Lady hit the corner of the reef, and pounded in the surf for several hours. The extra factors of safety built into Iron Lady allowed them to escape with minimal damage. Click here to read a detailed post of the ordeal.

Perhaps you are taking a local sailor for a ride, and he suggests a shortcut, which turns into shallow water and breaking seas. The combination of waves and navigational hazards means that if anything goes wrong, there is real risk of catastrophe. If there is any lack of steering control, if boat speed is compromised, or failure in any critical system, there is simply no way out.

Owner Peter Watson experienced this scenario on FPB 64-6 Grey Wolf off the infamous Needles near the Isle of Wight, in a tide-against-wind gale. See the video and analysis here.

Experienced seamen know to take any weather forecast over 48 hours with a hefty dose of skepticism. What this means in the real world, when you’re on a longer passage, is that — to some degree– you’re rolling the dice. If you lose, it helps to have both the experience and the yacht design characteristics to carry you through. This was the situation in which FPB 64-4 Osprey found itself, at the end of a passage across the Tasman Sea between New Zealand and Australia. Unforecast storm force winds and a breaking bar harbor entrance were a part of this Black Swan event. For a detailed debriefing from Osprey’s skipper, click here.

Black Swan maintenance dictates dealing with problems early, before they become bigger.

• The first priority is to understand weather, storm avoidance, and tactics.  A handle on weather offers security and comfort bonuses in everyday life, at anchor and at sea, and helps sniff out Black Swans that may not be part of the normal weather forecast

• Reliability is another key element. Staying ahead of maintenance, dealing with incipient problems when they are first noticed is critical

• Familiarity with emergency procedures, and practice with storm gear (canvas and drogues) will make the decision to use this gear easier to execute under duress

• Stay alert and proactive, rather than waiting for the situation to deteriorate

If you are evaluating your own vessel, thinking of upgrading her, or looking at another, here are some items to consider:

• Basic structure and the ability to withstand collisions and groundings

• Watertight bulkheads

• Integral tanks forming a double bottom

• Keel and rudder engineering, and factors of safety

• Ground tackle system, including anchor sprits, anchors, chain, shackles snubbers, windlass, and chain stopper

• Fuel system, filter size, and the risk of debris being stirred up and clogging filters in heavy weather

• Capsize resistance and inverted stability or lack thereof

• Steering control in heavy weather

• Quantity, accessibility, and necessity of through-hull penetrations

• Window and door structure

• Rig factors of safety

• Storm canvas, drogues, and their attachment points

We have long acknowledged that Black Swan risks exist in life (ashore and afloat). We don’t dwell on them, but do maintain an alertness to their possibility, and take practical steps in our yachts (and investments) to mitigate their impact.We don’t live in fear of Black Swans, but we accept that unforeseen negative events occasionally occur.

When it comes to naval vessels, and in particular submarines, enormous importance–and secrecy–is placed on their prop designs. It is not an exaggeration to say that in some parts of the world, a photo like this, if based in reality, could lead to the severest of penalties.

But we are feeling mellow today, and have decided to share a few tidbits. In the spirit of modern statecraft, we will just say that it is up to the viewer to determine what is real and what is intended as disinformation. The blades above might be a Photoshop creation. Then again they could be based in reality.

Back in December we gave you a look at what was then described as a propeller for FPB 78-1. Prudence dictates that we not give away key engineering developments, so why publish such important data when would-be competitors might be lurking?  The FPB on which these props may or may not be fitted perhaps does not exist, or could be real.

Stay tuned.