Now on the boatyard side, we have had a steady run of brokerage sales, and have some good boats available, see our brokerage pages for details, we are also desperate for more boats to sell at the cheaper end of the market, so if you are looking to sell we have people looking to purchase, so please either email us or give us a call.

We hope you are all getting ready for your sailing season and hope we have good weather this summer.

 

 

 

 

 

Star moored on the Scillies

 

At the end of June, Pip had a very interesting day, in his capacity as Chairman of the South West BMF, attending the School Marine Challenge at Roadford Reservoir, of which envolves schools manufacturing model boats and racing them at the reservoir, this was won this year by Teignmouth Community School, further information on www.schoolsmarine.com

 

Pip presenting the prizes on the day

 

 

Back to the boatyard, people are starting to book their winter haul outs already so they can be sure of a space, for our competive yard prices please click on link for all our current storage prices. If you are thinking of laying up and would like to come to Millbrook, please email or telephone so we can discuss your haulout.

We have an ever changing selection of used boats available through our brokerage section, we are still managing to sell boats despite the recession, we have a very good example of the 9m Catalac, Sweet Charlotte, new listing of Bevi a Heavenly Twins 26 lying in N.France, various Prouts in different ranges, a Kelsall/Solaris open bridgedeck (similar to an Edel Cat),

 

June 2009

Hopefully we will have a better summer season than last year for sailing, our boatyard is slowly emptying. We have filled up all our pontoon berths this year. If you are cruising and looking for a short term berth we can usually find a spot for a night or two, please let us know you are coming. We have started taking winter storage bookings already, See our competitive rates. Storage Prices .

We have managed to sell a few cats over the spring months despite the economic gloom. So if you are thinking of selling please be aware that there are still people looking to buy despite the current market. so if you are looking to buy a boat, keep an eye on our website to see what is available or give us a ring on 01752 823900

 

Also a couple of Woods designs both built from plans and for sale by the builder/owner, one being a Flica 34 and a Mira both home built to a good standard, a selection of Prout catamarans, ranging from the original Snowgoose prototype which needs work, a Quest 31 and Quest 33,(these are all new listings), also a couple snowgeese, we do also have some projects, such as a 10m Bobcat, see brokerage listings for prices

 

 

Tony, with Pip, and Matthew as crew, entered in the Fowey - Falmouth race on May bank holiday weekend with Backlash ll the Schionning design Waterline 1160, we built a few years ago, they had some very good sailing over the 3 days and gave the other multihulls a good run , especially on the last day when they were only just a couple of seconds behind the new Dazcat which is a very fast boat

 

----------------------------------------------------------------------------------------------------------

 

 

If you are looking to buy or sell your multihull or wishing to have a new boat built, please either email us at info@multihullcentre.co.uk or telephone us on 01752 823900 for more information. All new and used boats for sale are listed on our website and updated whenever we have new information, such as price changes etc.

 

 

 

 

 

 

July 2006

Latest Twins 36, under going

her test sail before being handed over to the owners

 

 

 

We are pleased to announce the launching of our latest model of the Twins 36, with many improvements and updates, more photos to follow as we launch her and test sail

Just out of the shed

awaiting the tide

 

 

 

 

 

 

 

T

January 2006

Many of you will have read or heard in the papers or television about Richard Woods dramatic rescue from the Eclipse, here below is the true report from Richard himself, having just been rescued by the US Navy as emailed to the Multihull Centre. We are awaiting news to hear if the Eclipse has been found.

Richard and Jetti aboard the frigate

 

"As some of you probably now know, we are no longer on board Eclipse but on navy frigate USS Ford where, apart from saving our lives, everyone has been really friendly and welcoming.

We left Nicaragua on Friday 13th, which probably didn’t help matters, and had a very frustrating sail along the coast of El Salvador and then Guatemala. Frustrating, as the weather was really changeable. For example we went from motoring to sailing under reefed genoa alone in under 2 minutes. But we did have some nice sailing for a couple of hours each day – then followed by several hours of motoring. So it was taking longer than we wanted to get to Mexico and we were both getting tired, but Jetti, as always, was preparing good food. There was a time constraint as we knew there would be a bad gale coming through the Gulf of Tehuantepec on Wednesday afternoon, and we had wanted to get past that area by then. Sadly we didn’t quite make it.

The wind got up very quickly from south 7-10 knots to north west 30. As we got away from land the wind increased more. There are several proven, accepted, techniques for handling bad weather in a catamaran. If the wave and wind are not too severe, one can just heave to or take down all sail and lie ahull. But as the wind increases and especially as the wave height increases, this is no longer a safe option. So the next stage is either to run before a gale towing warps, or to lie to a sea anchor. The problems with the former are that a) you are going with the weather system so you stay in it longer b) if the wind increases you eventually cannot go slowly enough so you begin to surf and overtake the waves ahead c) you end up a long way downwind, at say 50 miles a day d) it would mean that I would be hand steering all the time, as Jetti is not experienced (or in the event as we found later, strong enough) to steer in big seas. So I have always preferred the sea anchor streamed from the bows. However, in 45 years of sailing and around 70,000 of offshore sailing, I have never had to stop sailing because of bad weather. So it had all been theory for me, until now.

Anyway, at 8pm we decided to stop sailing and use our parachute sea anchor. I had first got this when we did the Azores race in Banshee in 1987, but had only ever used it for practice. This was the first time for real. It took sometime to sort out the bridle so that the boat would stay head to waves. It tended to swing 40 degrees each way and was scary (or so I thought at the time) when we got near-abeam of the waves. Also, from time to time the parachute would collapse, and we’d drift backwards until it reset, which was even more worrying.

We spent the night like that, with no sleep of course. Next morning the wind and sea was much worse. Certainly a full gale, but not so bad that I thought the Eclipse was in real danger. Tests, theory and practice have shown that a catamaran can only capsize if it beam onto waves that are as high as the beam of the boat. So we are 100% OK in waves under 20 feet high, and these were 10 feet.

I kept checking the warps and bridles but as the boat swung, the loads on the bridles were very high and eventually first one and then the other 12mm anchor warp bridle broke. Apart from holding the boat into waves the bridle also spreads the load onto 3 wear points. Now, all the load was on one bow roller and the parachute warp was beginning to chafe. I rigged up a second line with rolling hitches, which was rather wet to do on the foredeck. At some stage the forward trampoline started to tear but was still useable with care. (I had planned to get a new one this year as they have about a 5 year life). The wind and sea state had been steadily increasing. Every hour we said, “It can’t get windier can it?” By now it was probably a steady 40 knots and 10-15 foot seas breaking over the boat every 10 minutes or so. Our safety depended on our parachute sea anchor holding. But in case it failed, I set up the 2 main anchors to be used as drogues behind the boat.

Surprisingly it was not the warp that broke, but the parachute. This was a 10ft cargo-style parachute specially made for use as a yacht sea anchor. I pulled it on board, the boat drifting beam on at this stage, and on quick inspection found it had shredded and that several parachute lines had pulled out. As I said earlier, I had only used the sea anchor in calmer conditions for an hour or so, just to practice. It seemed an excellent idea, the boat would just bob up and down, just like being on a conventional anchor, but in a real gale the loads were much worse, and the boat was being pulled and jerked as the waves passed. I didn’t like it, and I don’t think I would recommend a sea anchor again.

We threw the anchors over the stern and also added the shredded sea anchor. It was very difficult to steer, but eventually I got the boat moving downwind. We were sailing at 5-6 knots despite the drogues. We let out more warp which helped slow us to 3-4. I think that might have still meant surfing down some of the bigger waves which would have the potential for a disastrous broach. However the real problem was now the following waves could catch us up and break into the cockpit. For the first time ever on any catamaran I’ve sailed we had to close the companionway door. The first wave broke into the cockpit. The second wave was much bigger and swamped the cockpit. Even worse it filled the dinghy which we keep in davits. The water weight broke some of the straps, and we had to cut the dinghy loose and so lost it. Clearly running downwind was not an option.

So we now decided to try towing the anchors from one stern. This would allow the boat to lie at a 45 degree angle to the waves. Despite this temporary arrangement it actually seemed to work better than the sea anchor had done. Of course all the time the wind was increasing. We went below again to recover and see how the boat was handling the conditions. An hour later the wind suddenly got up even more. It was now screeching and the rig began vibrating which I had only noticed once before, when tied up in a marina during a 70 knot gale. The waves were now often over 20 feet so it was definitely getting to the dangerous, life threatening stage. We began to discuss the option of abandoning ship. Unfortunately our Raymarine wind speed indicator was obviously only designed for inshore sailing because it was still reading 32 knots. So I don’t know how windy it really was.

By 1pm the waves were now consistently over 20 feet, maybe occasionally 30 feet. I know I tend to underestimate wave heights, partly because everyone normally over estimates. For example when sailing in Alaska in the summer I thought we were in 2-3 ft waves, but our skipper wrote 6ft waves in the log. It was getting more and more serious as there didn’t seem to be any limit to how high the wind and waves could get. By 1.30pm the wind really got up. The sea state changed and the whole surface was covered in flying spume, all the wave tops were blown off. It was much the worse conditions I have ever seen, even when standing on a beach looking out at 100 knot winter gales. When I went outside I couldn’t stand up except by holding to a tether line. I could feel the skin on my face distorting in the wind. I guess there is a known wind speed when that happens, but I’d never felt it before.

That was when we decided to send out a Mayday, as we knew it would be several hours before any chance of rescue. Of course it was particularly hard for me as Eclipse is not insured. And of course no one likes the idea of abandoning a boat – usually boats are picked up later undamaged. I can always build another boat, and I had earlier said to Jetti that we might not survive. Accordingly we set off our EPIRB but also called Pip using our satellite phone. He gave us the UK’s Falmouth Coastguard phone number, and we called the Coastguard direct. We called back every hour to check on progress and to give a weather update and position check. We heard that Mexico was sending out a launch to stand by.

By 6pm it was dark so we could no longer see the waves. We could still hear them crashing onto the boat, but so far, apart from the lost dinghy and torn but useable trampoline there was no other damage. The inside was beginning to become a mess. Normally on a catamaran one can leave cups on the table; there is no need for fiddle rails, etc. Now everything was being thrown around. There seemed little point in putting everything back in place, so most just stayed on the floor or was put on the bunks. The inside stayed dry though, no water had got below except for the one wave when we were running downwind and lost the dinghy. So it was dry and warm below.

But all the time a wave/wind squall could have our name on it. We wouldn’t survive a capsize. We were still expecting the Mexican coastguard to call up on the VHF to say they were enroute. So it was a great surprise to hear a female American voice at 11pm saying she was in a helicopter and 10 miles from us. This was the first we knew that the US was involved. We kept in radio contact as they flew in and then set off a flare and made visual contact, although I suspect the pilot had seen us long before through their night vision equipment.

The last book I had read was Perfect Storm, so I knew all about the skills and training of naval rescue personnel. We had earlier prepared some dry bags which we filled with passports, money, ship papers. All those can be replaced, so what else? What I really wanted to take was my computer with all my work on it. But I felt it was too big. So Jetti took her makeup bag, I took our CD’s. In hindsight we could have taken more. We tied the bags to each other and put on shoes and inflated our lifejackets.

The US navy helicopters have a SAR (search and rescue) swimmer who jumps out of the helicopter and swims to the stricken vessel with a lifting strop. It looked very scary to me. A brave man. Eclipse was still moving around quite violently in the seas, but the conditions were fortunately not nearly as bad as they had been when we put out the Mayday. Ironically we probably were over the worst of the gale. Jetti was the first to jump into the sea and into the swimmer’s waiting arms. Five minutes later it was my turn. As I was hoisted out, I looked down and back at Eclipse and hoped I would see it again.

I had not flown in a helicopter before. They look big on the outside, but are cramped inside and very noisy. Our flight back to the USS Ford lasted about 10 minutes. We watched the in-flight movie: the night vision viewer of the frigate as we approached was fantastic. Jetti was shown the weather radar and saw that Eclipse was right in the centre of the storm.

We landed on the ship and faced a welcoming party of apparently the whole ship’s company, despite it now being 3 in the morning. A quick debrief, medical check, shower, and then into a set of navy issue jumpsuits. Next, a massive breakfast. We are not sure if it was put in front of us as a test, but it was the biggest meal I’ve ever eaten. Jetti finished her plates as well. But then neither of us had eaten anything for 36 hours except a few slices of bread. Then a 3 hour sleep.

In the morning we had discussions with the crew. The helicopter pilot said she had great difficulty controlling her helicopter as she was flying at 50 knots to stay in position and going up and down 20ft to stay with the waves. Independent confirmation that it was still a full gale, if not F9. Even so, it was far less severe than earlier in the day. She also said it was her first real sea rescue. She, like the swimmer, had only done simulations in weather this severe. She also admitted that her helicopter had not been airworthy the day before as the rotor blades were being changed. We met the captain who said he had been steaming his frigate away from the area to keep away from the bad weather. He considers this area worse than sailing round Cape Horn. Even now as I write on board USS Ford, it’s hard to keep in my chair as the ship is rolling and pitching. Yet, looking outside, the sea state looks relatively flat compared to what we had been in yesterday.

We have 24 hours before getting to port. We are desperate to see if we can salvage Eclipse. It is undamaged and will probably float for ever. Currently it is only 50 miles from a big fishing harbour, and we hope to find a salvage operator there to tow Eclipse in.

Despite all that happened, I was very impressed with the seaworthiness of Eclipse. No real damage (we didn’t like our dinghy anyway), and the boat had survived a major storm without capsizing. Certainly life would have been much more uncomfortable on a monohull, and ultimately I think had we been on one, we would still have put out a Mayday, as did the yacht in the Perfect Storm.

I’ll finish this by thanking all the crew on USS Ford. There will be more about them later.

We don’t know what the future holds now. In a few days we will know about Eclipse. If it is salvaged, clearly we have to sort that out. If not, we will fly home.

That’s it for now.

Richard and Jetti, no longer on board Eclipse"

 

 

 

We are very pleased to announce that the Schionning Waterline 1160 has been launched successfully, and is now at her mooring on the Isle of White.   NOVEMBER 2004 Pat Patterson 1933 - 2004 We are very sorry to report that Pat passed away in October. He had returned from New Zealand, where he was preparing "Star" for another ocean crossing, due to failing health 18 months ago. Pat Patterson started his sailing career in the late 1950s by building a Yachting Monthly Senior. While sailing this boat from Roa Island, Barrow he met and sailed with Ernie Diamond on one of Ernie's cats. He then became the U.K. agent for Arthur Piver's trimaran plans, selling plans all over the world. Pat joined one of his customers in the wastes of Labrador, Nothern Canada to sail back to Scotland fending off ice and Polar bears with equal amounts of fortitude and fear. Pat then designed and built in 1966/67, in co-operation with Derek Kelsall, his first catamaran "Iconoclast" (using the hull mould for 'Toria', Derek's Round Britain Race winning trimaran). Pat had many adventures in Iconoclast and introduced many people to the joys of catamaran cruising whilst skipper chartering her for several years in the early 1970s. Pat will probably be most widely remembered for his most popular design "Heavenly Twins", first produced in 1972, many hundreds of which were built and are found up creeks all over the world. Pat sucessfully sailed one with Tom Rees in the 1974 Round Britain Race. His next sailing design was "Ocean Winds", also a commercial sucess, and he sailed one around the world 400 years after Sir Francis Drake, following Drake's route as closely as possible. This included sailing through the Magellan Straits, thus becoming one of only a very few who have sailed through both the Magellan and McLelan Staits at each end of the American continent. During this circumnavigation he introduced Mike Golding to long distance sailing. Pat later sailed up the Amazon and around the Caribbean and Gulf of Mexico. After this voyage Pat returned to the Multihull Centre to develop the sailing catamaran designs "Summer Twins" and "Star Twins" later followed by "Ocean Twins" and "Twins 36" and the power catamaran "Dive Twins". Continuing new design and development, Pat built "Star" a 43ft Power/Sail "Twins 43" catamaran which he sailed to New Zealand following the old clipper route, via Brazil, South Africa, Kerguelen Islands in the Southern Ocean and Australia, where he visited his brother and family. He then completed a circumnavigation of New Zealand, again sailing two handed with Tom Rees, before becoming too ill to continue sailing. Pat had much more sailing experience with his own designs than any other multihull designer and this knowledge is translated into the seaworthiness and comfortable fast passage making of his later designs. We will all miss him   Pictures of "Revelation II" , revolutionary Twins 36 with Wind Turbine Propulsion