The Nor’Sea27 Owners NewsLine
The Newsletter of Inspired Nor’Sea 27 boat owners.
Issue # 15 Oct, Nov, Dec 1998
The Nor’Sea27 Owners NewsLine
Highlights
A new Magazine hits
the press
New owners check
in
The end of a busy year for us all
Same
questions for you to answer
Plus “POINTS BEYOND” Letters from boats in
transit
Inside
1
Information on heavy weather by Dean Wixom
2
Trailering Saga part IV by John & Carol Gignilliat
3
Alaska Cruise by Lon Zimmerman
4 An important Tech
Tip
5 News
from No News
An end to 98, looking forward to 99 for the NewsLine
Hello Everybody!
Greg and I are back home after one week in the boatyard for some long delayed
maintenance work and one week spent exploring the Bay for some much needed
R&R. As we returned home it began to rain. A reminder to us that
we are already seeing the change of season. Some of us will be winterizing
our boats soon. This will be our last quarter of the newsletter for this
year.
Have happy holidays see you next year.
Jill and Greg
BEEN THERE, DONE
THAT!
Owners Report
Trailering Saga - Part lV
John &
Carol Gignilliat, CHINOOK #175
We only had two more hours of driving until our next stop. It was all
flat, easy driving, so we could relax. At least until we read the sigh
that warned, “LOW CLEARANCE AHEAD.” Any vehicle higher than thirteen feet
eight inches could not travel on the freeway and had to take an alternate route.
When we had tried to squeeze into our winter storage area, we had measured
the archway at thirteen feet three inches. The bow pulpit had just grazed
the plaster. By the time I figured we had five inches to spare, we were
past the exit. I just hoped my memory was right and our tires weren’t over
inflated. Both Carol and I had visions of sticking our bowsprit into an
overpass and ripping Chinook right off the trailer, leaving her hard aground on
I-94.
Our first bridge was higher than fourteen feet, but at 45 miles per
hour, it looked as if we were going to smash into it. Seeing all the
broken and patched cement on the bottom of the bridge where other trucks had hit
didn’t add to our confidence. I sure hoped the Washington Department of
highways had done their measuring accurately.
Sixty miles and five bridges
later, we finally made it through the area and pulled into a rest stop outside
of Spokane. We had taken the back seats out of Bananas and Oranges and put
a twin size mattress in their place. To save money and to avoid
having to negotiate parking off the interstate, we planned to sleep in the rest
areas as much as possible.
After we parked the truck, a retired couple
pulling a large camping trailer invited us over for a cup of coffee. They
both enjoyed fishing had had pulled large boats around the country. When I
mentioned our problem of overheating, the man said to his wife, “Remember our
experience of overheating coming through the mountains of California?” By
the way she rolled her eyes, I think she remembered.
He proceeded to relate
how he had used a coffee can to help cool his engine. The engine was
running hot in the mountains, so he opened the hood, inserted the can, and tied
the hood back down. The can kept the hood ajar so more cool air could flow
around the engine. It worked well until the string broke, and the hood
flew up. Thinking quickly, he hung his head out of the window to continue
steering while his wife hung out the other window to find a spot to pull
over. As we thanked them for the coffee and headed back to our Suburban, I
made a mental note not to use the coffee can method to cool our engine.
We
snuggled into our Suburban to get a good night’s sleep. Tomorrow would be our
biggest challenge yet. We were poised on the Montana-Idaho border on the
panhandle of Idaho, a depressed mining area that had the worst roads of the
entire trip. There was a twenty-five mile stretch towards the top of the
pass where the freeway wasn’t completed. It was only two lanes with
construction.
We pulled out in the morning and headed for Idaho. It
didn’t take long for the road to get rough as we hit the construction
zone. Soon the highway was down to two lanes with cement meridians on the
left and black pipes marking the right side edge. Our steering was a
little sloppy, so it took all my concentration to thread the needle.
We were
starting to climb. I prayed the engine wouldn’t overheat, since there was
nowhere to pull off and cool down. I couldn’t take my eyes off the road
long enough to look at the temperature gauge. I was tense but things would
have to get better. At least that’s what I thought until I saw the sign
ahead. With a nervous laugh, I read aloud, “ROAD NARROWS - DANGEROUS
CURVES.”
“How can it get any narrower!” Carol exclaimed.
It was the most
nerve-wracking stretch of driving I have ever done: mountain roads, two lanes,
construction, and a seven percent grade. I constantly kept glancing in our
two big side mirrors to help track the boat and trailer on the road. At
least it kept my mind of the worry of an overheating engine.
What relief it
was when we finally made it to the top. I’d found that the engine cooled
faster if we kept driving down the mountain rather than stopping at the
top. We had Buddie Bearings on the trailer, and I had been pumping them
with grease. Our friends at the last rest area had warned us about
over-greasing the bearings with surge brakes. If there is too much grease,
the heat from the brakes can start the grease on fire. He had described
his experience of driving down the mountains with flames shooting out from his
trailer wheels....never a dull moment!
I could hardly wait until we got out
of the mountains and onto flat ground. We still had Homestead Pass and the
Continental Divide to negotiate. At least in Montana the interstate was
competed and would have two lanes with pullovers.
We spent another night a
rest stop and were up and dawn and ready to roll. The sky looked
threatening in the west behind us. Since we left Cle Elum, we seemed to be
staying just ahead of the weather...but this looked serious. As we got
going, it seemed like the only clear sky was dead ahead. Out the back
window and to either side were big, black, boiling storm clouds that looked like
they meant business. We definitely did not want to get caught in another
snowstorm. We had no desire to go through another experience like last
winter. As we kept driving, we seemed to pull away from the storm.
We alter learned that we had be just one step ahead of a terrible spring storm
that paralyzed the Rockies. I was thankful we had not laid over that first
day out of Cle Elum.
By the evening we were through the worst of the
mountains. We took it slow and, with plenty of pullovers, we stopped
anytime the engine got hot. When we made it to the top of Homestead Pass,
we cooled down in the rest area before beginning our descent. There was a
large warning sign for truck drivers describing the dangers of failing brakes
and runaway trucks. It listed the number of recent fatalities. It
also showed the location of various truck turnouts, something that looked like a
launching ramp you were suppose to drive up if your brakes failed. Very
cautiously we began our descent. I was still nervous about our surge
brakes.
During the winter , I had seen another NorSea 27 for sale in the
back of a sailing magazine. It was at a greatly reduced price. Out
of curiosity, I called the number. The owner related a sad story. He
had bought his boat unfinished and had spent the next three years completing
it. On day, while rounding a curve, the boat had rolled off the trailer,
cracking the hull and shattering the fiberglass. It was a near total
loss. It was with that thought in my mind that I began negotiating the
twisting and tortuous road down from Homestead pass.
We made it down the
mountain and into the foothills with no incident. We pulled into a rest
area for a well deserved break. We always walked around the rig to check
everything out whenever we stopped.
As I was getting out the door, I heard
Carol shout, “Hey, come take a look at this!”
I hurried back to the hitch
where she was standing. The rear of the Suburban and the bow of Chinook
were covered with a sticky yellow substance. With horror, I realized it
was the brake fluid from the surge brakes on the trailer. The piece for
the hitch that had been welded in Anancortes had broken loose and sliced our
brake line in two. I whispered a prayer of thanks that we had made it
through the mountains.
We looked at the map to find the next town,
Montana, over seven hundred miles east to west, is one of the most barren,
sparsely populated states in the U.S. Luck was with us though, as the town
of Haden was only twenty miles up the road. We would have to drive very
cautiously as the brakes on Bananas and Oranges would be the only thing stopping
us as we made our way to a service station down the road.
I was glad we had
credit cards, because we were at their mercy for repairs. The mechanic was
just getting ready to leave for lunch, but when he heard of our plight, he dove
into the job. Two hours later he had replaced the cut line, installed a
new fitting, through-drilled a bolt to prevent the problem from recurring, and
bled the brake fluid. I stared in disbelief when he handed me the
bill. It came to a grand total of $42.50!
I am sure the town of Haden
doesn’t get too many ocean cruising sailboats passing through. One woman
couldn’t control her curiosity. Your boat says Anacortes, Washington, your
trailer is licensed in Montana, and your truck plates are from Wisconsin.
Just exactly where are you from?”
“Wisconsin,” I said with the confidence
that we might actually make it there.
Next, we cut down through Wyoming and
headed across South Dakota. There weren’t any more mountains, but we still
had plenty of up and down. I have never shifted an automatic transmission
through the gears so much. We were ever alert for any sign of the engine
overheating. I kept expecting the terrain to flatten out but even western
Dakota had the Black Hills.
We were eating up the
miles, gas station to gas station. In the mountains we were getting five
miles per gallon, but now that we were on the open road we were up to six.
We had a 40 gallon tank plus two six gallon Gerry jugs. This would get us
more than two hundred miles before we had to look for another station.
Every time I opened my wallet I tried to remind myself how much money we were
saving on shipping.
We made it across south Dakota to the edge of Minnesota
with no incident and decided to splurge on a night in a motel. We found
one just off the freeway with enough space to park our rig. We were up
early the next morning, rested, refreshed, and ready to go. We hoped this
would be our last day on the road. It was our last day, but it was not to
be easy.
Minnesota was in the grips of an unseasonal spring heat wave.
As the temperature soared, our engine began overheating at the slightest
incline. We tried stopping to let her cool down, but as soon as we started
up again, the temperature would skyrocket. Finally, I tried turning the
heater on full blast to help dissipate the heat. This did the trick.
The only problem was that the inside of the Suburban turned into an oven.
Rolling down the windows helped some, but then we had to contend with the road
noise. Our huge mudder tires raised an awful racket. Also, since we
were traveling twenty miles slower than the flow of traffic, there was a
constant roar of trucks and cars passing us. The trucks were especially
difficult. They would create a suction as they flew by. I had to
fight with the steering wheel and my panic, to keep from losing control.
It was exhausting driving, and I counted the miles and minutes to every rest
area.
We finally crossed the Mississippi into Wisconsin. Home at
last! Unfortunately it was Friday afternoon, and the rush hour week end
traffic was fast and thick. After seeing one car every couple of hours in
Montana and South Dakota, the traffic was nerve wracking. But all things
come to an end, and we finally saw the exit sign for our home town of Delafield.
It took one shot to back into our driveway. Carol and I looked at each
other, shook hands, and both exclaimed, “WE MADE IT!”
We just spent a week hauled out, Mr. Hess you are one GREAT designer! More on this in the next issue.
Jill & I got an E-Mail from Lon Zimmerman about a new magazine.
It’s called “Good Old Boat”. With that type of name we decided to take a
closer look at it. At this time it is VERY new and not even on the news
stands! On there WEB site they tell how they started it "Let's create a
magazine to unite the owners of cruising sailboats like ours: older boats,
wonderful boats, well-loved, and frequently sailed boats. And so Good Old
Boat magazine was born for sailors who own, maintain, sail, and love terrific
boats which are 10, 20, 30, or more years old.”
WE LIKE IT!
It’s full of
good information, almost no advertising, and the artwork is outstanding.
If you get a chance I would recommend you take a look. You can contact
them at:
Good Old Boat Magazine
7340 Niagara Lane North
Maple Grove,
MN 55311-2655
phone: 612-420-8923 fax: 612-420-8921
email:
karen@goodoldboat.com or jerry@goodoldboat.com
Or see them on the net at:
http://www.goodoldboat.com/index.html
Greg
BEEN THERE, DONE
THAT!
Owners Report
Aialik Bay Alaska Cruise
By Lon
Zimmerman
Aboard Ettle Dree
This is an account of the cruise aboard Ettle Dree to Aialik bay in the Kenai Fjords on June 12-15 .
Albert and Anne-Marie are parents of one my biology students. They had never been sailing before and were eager to try it out.
This summer Alaska has been a rainy and it was raining as we met
Friday morning . They stowed gear in the aft cabin and then we went
over the safety checklist. Our original plan was to sail to Thumb Cove and
anchor there the first night. Since it was raining and no wind we decided
to continue motoring toward the fjords and hope for better weather. We
motored past Caines Head, Callisto Head and Bear Glacier in a steady
drizzle. Anne-Marie was suffering a touch of sea sickness and retired to
the main cabin through out most of the day.
The drizzle finally subsided as
we came abreast of Porcupine Cove. A nice breeze could also be noticed
. I showed Albert how to raise the sails and he took the helm under
sail. Albert tacked us back and forth until we neared Aialik
Cape. We motored around the cape and into Three Hole Bay. We
dropped anchor in the southeast arm of Three Hole Bay , this is called Paradise
Cove.
Anne-Marie was resurrected and helped make salad and soup for our
supper. I had purchased some wonderful french bread from the Miller's
Daughter, a bakery in Seward.
Albert and I rowed the dinghy around Paradise
Cove and then we were all ready to call it a night.
Saturday morning I fried
an omlette and served it with french bread and coffee. Albert was soon to
be introduced to weighing the anchor. Ettle Dree is secured to the bottom
with a CQR and 100 feet of chain. Albert was impressed with the
effort to drag it up.
Humpback whales had been spouting quite often, but
were very far off.
We sailed toward Holgate Arm and then motored up
the arm to watch the glacier calving. The glacier rewarded us with ominous
cracking and grinding and an occasional thunderous splash of ice.
We decided
to anchor in Bear Cove Saturday night.
Sunday morning broke with
beautiful blue skies . Breakfast and then weigh the anchor. Albert
is getting very good at this. We began sailing away from Bear Cove when a
humpback was sighted. This whale put on a truly impressive display.
We simply stopped and photographed the beast for the better part of an
hour. It breached and
splashed it's flippers and waved it's
tail. I have never seen a whale frolic like this one did.
The breeze
was right down Aialik Bay so Albert and Anne-Marie got a chance to sail Ettle
Dree on a run. We made wonderful time out past the cape. Then the
wind shifted. I motored for a while the wind increased substantially
. We probably were experiencing a strong breeze to a near gale.
Winds seemed in excess of 20 knots , white foam crests, large waves and
spray thrown over the dodger. The wind was on the nose so we motored
toward Rugged Island.
After a long slow trek past Rugged Island we finally
arrived at Thumb Cove .
I have made this same trip many times with many
different people, yet I never seem to tire of the incredible beauty of
Resurrection Bay and the marine wildlife. Albert and Anne-Marie said
they shared that sentiment.
Lon Zimmerman
Eagle River, Alaska
Tech Tips
Ed. Note: I
don’t understand how I lost it on a 27 ft boat, but I did. If the person
submitting the following will contact me I would like to give you the credit for
an important tip!
Check the area where your prop shaft enters the flange on
the transmission. It should have at least one set screw through the flange
and bottoms into a dimple drilled into the shaft. One owner found
his shaft had NOT been dimpled and found out about it by having his shaft back
out of the flange.
This could make for a BAD day!
FOUNDERS
FEATURE
By Dean Wixom
HEAVY WEATHER SAILING A NORSEA
The number one fear of every beginning voyager is storms at sea. Never mind
that hundreds of boats are lost ashore for every one lost at sea; never mind
that a sailor's reatest hazard is the daily dinghy trip. (The two times I have
been that close to dying have been in the dinghy - another story and time.) .
Would you believe that afer 40,000 plus sea miles and nineteen years
of sailing "Chinook" storm survival at sea is not even an issue? I may be
seasick and wishing I were elsewhere but I won't be wet and I won' t be scared.
Properly (and easily) handled a Norsea will comfortably weather anything the sea
can throw at you in sensible latitudes and seasons.
Note I have said sea not
land. Water is soft ; land is hard. If weather gets up and I do not have plenty
of time to make a known and very safe harbor, I head out, not in.
That is
not macho sailor talk! I have learned how easy it is to make a Nor’sea
behave comfortably in heavy weather. Forget 99 % of the disaster stories you
have read or heard. You can avoid all the mistakes that caused disasters
(and deny revenue to magazines) by following Wixom's rules for comfort and
safety in heavy weather. Its as easy as 1 - 2! ( There are only two.) 1.
Heave to when you first think about it. 2. Heave to on a parachute sea
anchor when you first think about it.
All you need to know is contained in
Lin and Larry Pardey's new book on storm sailing tactics. I prefer
Lin and Larry's book to others because 1. They have actually been there. 2. They
write of small boats with small crews. 3. They are not selling magazines.
So much of the sailing literature found in magazines is third
hand, overly generalized, written by racers or just plain B.S. by a writer who
was commissioned to write an article and did it by re-hashing old literature.
Think of this: most stories are written about people who FAILED in keeping
their boats and bodies secure!!!
Remember all the press hoopla about the New
Zealand -Tonga disasters? Not one boat who followed "The Pardey Way" came
to harm. Not one. Those boats lost and rescued were all literally 180% out of
phase with Lin and Larry's advice. After being a disciple-apostle of the Pardey
way for twenty years my only fear of storms at sea is not being far enough out
to sea.
The Pardey way has kept Lin and Larry (and me) safe, dry, and
relatively comfortable through countless gales and hurricane force winds up to
100 knots. Indeed most of those times were spent with a day foredeck! I
have used their advice innumerable times because it is so simple.
1. Reduce sail when you even think about it. Do not exhaust yourself fighting an over powered boat. If you are in a gale and going faster than 4 knots, your auto pilot won't steer well or if your'e heeled more than 30 degrees you are overpowered. Reef!!
2. Heave to when you even think about it. If the boat's motion is tiring, you are taking heavy spray aboard, or the cook can't stand at the galley,heave to !
3. Heave to on a parachute sea anchor when you even think about it , before
it is difficult to go on deck. You can ride to a 'chute in a full gale
more comfortably than if driving hard to weather against 25 knots. I am serious!
I am stunned at how few sailors know how to heave to. Numerous articles make
it seem complicated , only because every boat heaves to differently.
Next time I will talk about how to do it in a Norsea.
As a bonus feature…….
A look over Chinook's log reveals that 90% of her miles were spent in light airs, 8% were with reefed main and 2 % was under triple reefed main and staysail. A comparative few days were spent hove to in nineteen years.
What kind of storm sails should you carry? I am going to stick my neck out and say you could prudently sail the world carrying only a triple reefed main and storm jib for storm sails. Note that I am not saying "don't carry a storm trysail." I am saying I covered over 40,000 miles and never used it. Here's why.
The Norsea has a powerful hull for a 27 footer, but it is a 27 footer. With a triple reefed main, (mandatory for voyaging), the Norsea with a 7 oz range main will be knocked down before the main is in any danger of blowout or stretching. My 71/2 oz main still has good shape above the triple reef after uncounted miles triple reefed.
There are some disadvantages using a triple reef instead of a trysail. You still have a boom swinging about. I had the third reef put in at a bit of a diagonal so the boom was lifted to a safe level. On the other hand the triple reefed main is much more powerful to weather because it is hanked to the mast and boom and does not sag off to leeward. Some say the foot of the reefed main will scoop up water in high seas. In reality I have not found this to be a problem. When seas are that big I am hove to!
Storm jibs need not be excessiveley heavy. 7 1/2 oz-8oz will
probably be your sailmaker's recommendation. Good reinforcement is more
important than weight of cloth. Remember our 27 footer puts much less strain on
a storm sail than a larger boat. No storm sail of any weight will live if
allowed to flog even briefly.
If you choose to carry a storm trysail there
is only one way to do it; permanently attached to a separate storm trysail
track. Think of this : you are a boat with a small crew .On a racer,
setting the trysail is done by a gang of gorillas while the offwatch sleeps. On
our boat it is likely a one person job. It is blowing 50 knots and you want to
change to a trysail. (you go below and drag out the trysail from <of
course> some inaccesible locker. The accesible lockers are full off beer and
munchies. Let's be real. ) You drag it topside and secure it somewhere so
it does not blow away. You lower and stow the main. You unbag the
trysail without losing the bag. As it flogs wildly you put the slugs in the
track with one hand while hoisting the halyard with the other. With your
third hand , the one for yourself , you hang on to the boat. You affix the
trysail sheet end block to wherever, this time one handed, and reive the
sheet through it , again one handed. You hoist the flogging trysail.
However with no main up the boat is'nt headed into the wind and the sail
track slugs bind.
All this time the boat has been lying beam-to the seas because there is no main up. At 50 knots of wind you are in 20 foot seas hitting you beam on.
After you have finished this drill (or it has finished you; I've had it
take two hours) you will pay ten times the going rate for a permanent
trysail hooked on a dedicated track.
As for me I'll leave the triple reefed
main up and heave to . There is very little pressure on the sail and no
flogging.
One last word. The Norsea runs downwind in heavy weather better than any
vessel I have ever experienced, thanks to the canoe stern and more
importantly , the cutaway forefoot. I once picked up a hellacious Norther and
made a downwind run from the Abacos to St. Thomas in 6+ days, a record of some
sort, I'm sure. I was on my way to meet my wife to be
and in a bit of
a hurry! The autopilot steered all the way and the Norsea showed no
hint of a
tendency to broach running with 40 knots and 20 foot seas.
Still I do not advise running before the wind as a storm tactic. Too many
stories are heard of boats running just fine and then broached and knocked down
by an errant wave. Be safe , heave to, and enjoy a hot toddy and a good book.
FAIR WINDS !!!
Next Issue….. Heaving-to on a Nor’Sea… Ed.
Bill Koene (Hull #292) has asked if anyone is planning to visit the Bahamas after 1 January 99. If so, please contact him at (908)689-7514. He would like to buddy-boat with another Nor’Sea.
Q:
Kerry Teeple... I have owned "Emerald", Nor'Sea
27, Hull # 8 for 20
years. But,could still use some help.
The immediate problem is the
engine... a Farymann 9 HP original which is now 22 years old, tired, and no
longer faithful. What I am interested in is repowering the boat. The
two engines which seem best suited are the Universal M3-20B three banger
and the Westerbeke 20B two banger. If anyone out there has repowered their
boat, I would love to get in touch with them.
Regards, Kerry J. Teeple,
1475 Fortuna Ave.,
San Diego, CA 92109.
e-mail = kerryt@hotmail.com
POINTS BEYOND
NEWS FROM NO NEWS
By Gale and Nancy Saint
Aboard “No News”
Wednesday, August 26, 1998
Currently, we are tied up to the south wall of lock 24 on the Erie Canal at Baldwinville, NY, which is quite near Syracuse. We have enjoyed a dinner on the boat, which included corn bread that I made in my new propane oven. The boat originally had a Compressed Natural Gas (CNG) stove, but CNG is exceedingly hard to find, so the trend is to switch to propane. Since propane is heavier than air, we had to mount the tanks on the back rail of the boat and also install a special sniffer to detect any propane that might have leaked into the boat.
At our stop at Dunkirk, NY, we met other Nor’Sea owners, Joe & Betsy Butera, who helped us structure and install the stove and propane system. Gale had decided to install the sensor later, and on the first try, was not successful. He thought it was a bad unit, but after talking with another sailor who had installed the same sensor, he learned that the instructions were not very clear and he was able to give Gale some good tips.
Lake Erie had some delightful stops for us. The first area was the Bass Islands group near Sandusky. We had raced out of Put In Bay about 10 years ago with Dave & Judy Boyer, from Champaign, and they were able to spend the weekend with us once more. There are moorings in the harbor that you tie on to and they provide a water taxi to get you over to all the pubs and shops. The museum and the Perry monument were an inspiration for Gale’s research on his grandfather’s connection to Admiral Perry and the War of 1812.
The people that we meet along the way make the journey so very
enjoyable. At Huron, Ohio, they were able to make room for our 27” NO NEWS
in their crowded harbor and then let us use their car to get the to the laundry
and grocery store. Erie, PA was a great stop also, with a facinating
museum covering more about the battle on Lake Erie and was supposed to include a
tour of the replica of the Niagra, Perry’s ship. Unfortunately for us, the
ship was in Chicago at the time. We remember passing several tall ships in
Lake Huron as we were heading south and they were heading around the straits of
Macinaw to Chicago.
We had our mast taken down at the Buffalo Yacht Club and
then carefully tied it on deck in preparation for the Erie Canal with its many
lift bridges and 35 locks. Many of the small towns along the western
portion of the canal have improved their dock area and provide free electricity
and water for yachts like us, traversing the canal.
The canal will eventually take us to Troy, NY and then we will sail down the Hudson River to NYC. With the current reports about hurricane Bonnie, we are not in a big hurry to get to the salt water. We hope to keep you informed about our whereabouts.
Gale & Nancy Saint
Jay and Linda Hall Recently purchased hull no. 357 from Pat and Sharon
Blaylock. The boat has been recommissioned as "Beowulf". and is an
aft cockpit.
Jay and Linda Hall
2301 Armada Way
San Mateo,
CA 94404
Home tel: 650-574-3958
e-mail:
JHall53303@aol.com
Dr. Mark R. Wolmer Recently purchased hull number 1 of the Nor'Sea 26
Pilothouse.
We didn’t even know there was one!
Ken Marcuse - Kenneth634@aol.com
Fatima Marcuse - FatimaRM@aol.com
Nor'Sea Hull # 298, KINSHIP
Hailing Port:Vinalhaven, Maine
| * Item removed at request of owner. |
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| Upgrades _______ | Tech Tips _______ |
If we publish the NewsLine on a web site, may we include your E-Mail address so others interested in the Nor’Sea can contact you?………………………………………………….…… Y N
If someone in interested in information on a Nor’Sea and contacts us by phone, can we give out your phone number so they may contact you………………………………………… Y N
What are your plans for your Nor’Sea (Circle all that apply)
Weekend play, Local cruising, Coastal cruising, Coastal for
more that 2 months at a time,
Offshore cruising, Plan to depart Within 5
years, 5 to 10 Years, after 10 years
Is there anything you would like to tell us? What could we do to
improve this NewsLine? Please write us a note! And, as always, send in
those stories!
Please print this page from the NewsLine, seal it in an envelope, slap a stamp on it and send it sailing back to us.
By the way, as you are sending this to us, please, think back to the last time you made a denotation to help fund the NewsLine. If you can’t remember when that was, PLEASE consider including a few dollars to help us keep this going out to all the owners of a GREAT boat.
We will publish the results of the survey in the next issue of the NewsLine.
Any comments you would like to add?
Thanks for the help! Ed.
EQUIPMENT FOR SALE
Clyde Sanda has a trailer for a Nor’Sea for sale. You can contact him at (530)543-1336
Seen in the recent issue of soundings, 5 Nor’Seas for sale. 2 each 1993 for $72,500 & $59,900, 2 each 1990 for $59,900, 1 each 1980 at $46,000.
Published, edited, typed, copied and stamped aboard Guenevere (#80) by:
Greg & Jill Delezynski
660 Bair Island Rd. #24
Redwood
City, Ca. 94063
(650)261-1391
g-j-delezynski@worldnet.att.net