VAGB NEWSLETTER 46 ega Association of Great Britain Mar 2009 Webpage www.albinvega.co.uk Letter from The Chairman.....
Chairman's otes
We were so lucky with the weather for our IFR in early July, brilliant sunshine and just about enough wind. The journey back was another matter and some of our members had a distinctly lively trip back to their home bases. I myself enjoyed a good trip as far as the Crouch, being passed by six or seven Dutch Vegas motor sailing on their way toward London’s River. Off the Crouch the wind picked up from 4-5 to possibly 6-7 and from the SW right on the nose for the trip to the Medway, our home port. Leaving grandson Sam at the helm I crawled along the foredeck and took in my jib and also took down the main, we were pitching so much in the short seas and wind over tide conditions that I was soaked by the time the sails were stowed. The rest of the trip was made under our trusty Beta, tide with us, wind against, thank goodness for the sprayhood. As we entered the Medway and tied up in Queenborough for the night we came across the Dutch Vegas sheltering from the weather and awaiting their opportunity to get up to London. I understand that they had a successful cruise to London and a safe return to the Netherlands. I always admire the way they organise their voyages in company, we don't seem to be able to get together like that in the UK and always seem to want to go off in our individual directions.
The rather loose structure of the VAGB seems to reflect our approach to sailing, minimal bureaucracy, maximum individuality seems to suit us down to the ground. However for our Class Association to function some organisation is needed. Just before our AGM our Secretary Julia Neesam announced that she would be unable to continue in that role, we appreciate the effort Julia made in what was a difficult year for her personally. I was very pleased that Kris Codd came forward at the AGM prepared to take on some of the Secretary's role and that Di Webb was prepared to work with her in a joint role for the immediate future. Future correspondence should be sent to [email protected].
We were also pleased that John Trim (Blue Bar) came forward to fill a vacancy on our committee and is prepared to be our representative on the committee that the Dutch Vega club
Page 1 Vega Association of Great Britain Newsletter 46 Secretary Rob Kloosterman is chairing. This committee is examining what we can do to get the Vega accepted throughout Europe as a 'Classic' yacht and also whether it is possible to achieve a CE Certificate on an older boat. Both moves designed to maintain the value of our boats in the long term.
I am continuing as Chairman and I am extremely pleased that Steve Birch is continuing as Treasurer. Our fees remain unaltered for yet another year, is this a record. Steve is publishing the accounts in the next Newsletter.
I would like to remind all members that Steve prepares and circulates our newsletters and is always on the lookout for technical notes, logs of trips, anecdotes etc. to include, please help him out.
The AGM at Fareham Sailing and Motorboat Club was very successful and we must thank Fareham for their hospitality and it was a good opportunity to meet old friends and make some new ones.
After our IFR in July 2008, most of us seemed to have had a poor sailing season as far as weather is concerned, no noticeable summer weather and either too much wind or too little. Just recently we've had some beautiful sunny days with light winds and I begin to wonder whether we should leave our boats afloat in the winter and take them ashore in the summer for maintenance. Only kidding, too cold and the days too short for real enjoyment.
I just hope 2009 is a better sailing season than last year and look forward to seeing some of you on the water this year
Good sailing and good health
Mike Freeman (V1768 “Jenavive”)
Subs 2009 ow Due £12 per annum
Payable to VAGB and send to: Steve Birch (VAGB), 3 Cockshot Road, Malvenr, Worcs WR14 2TT
(or via PAYPAL to: [email protected])
Support your Association now......
Page 2 Vega Association of Great Britain Newsletter 46 International Friendship Regatta 2008
This year was the chance for the UK Vegas’ to host the International Friendship Regatta. Through the auspices of the The Royal Harwich Yacht Club based on the beautiful River Orwell on the East Coast, it will be another to remember for many who had attended previous regattas in other venues within Europe. The organisation was first class and we thank everyone involved who put in the massive amount of work to make this a great success.
This is a personal report by Ray and Anne Steele, who were attending their first Vega International Friendship Regatta on board Miss Vega. (Or Miss Vega does the Lumpy Bumpy Stuff).
We reckoned for a comfortable passage to Harwich to split the 225 miles into five legs calling at Brighton, Eastbourne, Dover, Ramsgate then Harwich. We set off from the Hamble on Monday 23 rd June and shortly picked up Martin Duffus in Thistledown, that is Martin’s acquisition since parting with his much loved Vega, Folie. This meant we should arrive at Harwich on Friday, with the registration on Monday 30 th June. Plenty of time and allowing the odd day’s rest if we felt like it. The first leg to Brighton was uneventful with light winds and a pleasant motor sail at the start, then 3 hours of great sailing, arriving at Brighton in time for afternoon tea, and a good sleep before the next leg.
We planned our start time to gain advantage of the tides, on the next leg to Eastbourne. Winds were forecast to increase, and by 1200 had increased to S. 20kn. A fast passage with reaching conditions and locked in at Eastbourne at 1500. In the evening we were entertained by our friend Andy who has a Seatream 43 in Eastbourne Marina. We spent the evening in the yacht club bar (so no surprise there).
Wednesday brought a change in conditions. We departed Eastbourne at 0800 on a dead run. With poled out genoa we averaged 5kn with tide against. The approach to Dungeness and beyond gave us some of the worst conditions we have sailed the Vega in. If this had been restricted to the wind that was now gusting 30kn we would have been fairly happy reefed down but coupled with the huge rollers it was becoming very uncomfortable. With regularity an extra high one would break as it approached and threaten to roll Miss Vega if we were anything but square on to the wave. Most of the time we got it right, then the approaching wave would lift Miss Vega’s stern and she would surf on the wave until it released us from its grip. We thought that after rounding Dungeness, conditions would improve but if anything they got worse. We were keeping in touch with Thistledown by text whenever it was convenient. Then the Autohelm gave up the fight and we were back to hand steering, which I must admit was safer as I could anticipate the waves better. It was then that we decided to call Martin rather than text and he reported that he had a problem and had lost steering. We stayed close from there on until we entered the tidal harbour in Dover.
We had been experiencing problems with loss of control in reverse with the Combi (who hasn’t)?!!!!! So we had a glancing relationship with the harbour wall with the pulpit because the Combi decided to not check our forward motion – that’s my excuse and I’m sticking to it.
Page 3 Vega Association of Great Britain Newsletter 46 After tying up we walked round to see Martin on Thistledown. In the horrible conditions an involuntary gibe had caused the mainsheet to catch on the steering binnacle and cleanly snapped it off at the base. Quick thinking Martin, after the initial shock, managed to disengage the linkage and connect the emergency tiller, and arrived safely Dover.We slept soundly that night. The days sailing proved to be tiring and extremely stressfull.
We checked out the forecast and the decision of what to do next was easy. The forecast was for F7/8 until Sunday. So we were here for four nights whether we liked it or not. There was plenty to do. Our Autohelm had stripped a drive pulley so that needed examination or a new one. Martin’s damage was far more serious. A new binnacle was not available so we set to and repaired it with numerous steel plates. Martin’s emergency tiller was put to use for a second time when it was applied to Miss Vega’s distorted push pit.
We made the best of it during our stay and visited Dover Castle and the Secret Wartime Tunnels and Dover Museum. Then we found the Painted Roman House to round off our local history education. The evenings were no problem and I think we must now be honorary members of the Royal Cinque Ports Yacht Club.
On Thursday, the day after our arrival we were joined by Malcolm Ellis on Morwen and Stuart & Karen on Pampero of Down. We walked to the end of the pier to witness some extreme conditions for their arrival into Dover. The previous day we had arrived in the same conditions, and were pleased to be safe in Dover.
Every day we visited the harbour office to check the forecast. It changed very little – F6/7 with rough seas. Finally we make a plan on Monday 30 th June and depart Dover at 0500. We went out with 1 reef and F3 but soon shook this out. The 70Nm were covered at an average of 5.6kn. The wind slowly built up to around 22kn and increasing waves on the final approach but a vast improvement in conditions once clear of Dover. We arrived at 1730 in good time to register for the start of the Regatta. First we tidied up the boat before meeting everyone in the Yacht Club where we were made very welcome. A huge marquee had been erected on the lawn overlooking the boats on the river, and it looked like everything was under control. A relaxing evening was spent discussing our voyage and knowing we could sleep on the next morning.
Tuesday was a rest day – yes please! We needed that for repairs and recov- ery. The Autohelm had failed again and we believed we would have to find a replacement. A bit of engineering brought it back to life once more. We made a good friend of Cai from Denmark who had sailed the 660 Nm to attend the rally on his Hallberg
Page 4 Vega Association of Great Britain Newsletter 46 Rassy Monsun 31, Helena. Cai is also an ex Vega sailor. It seems once a Vega sailor you can’t loose touch. There was no time for relaxing once we were in the folds of the RHYC. Any spare time was organized with entertainment. There was no time to get bored.
Wednesday was the first race day with the first race starting in the River Orwell and finishing in the North Sea off Felixstowe. Miss Vega sailed in the racing group and put in a excellent performance, leading in the River section until the whole fleet hit a hole as it passed Felixstowe docks. With boats drifting on all points of the compass it was anyone’s race. The Cruising Class all closed up and there was just one group. Spinnakers were dropped. Stormer from the Dutch contingent found a lift to pull away from the group. Miss Vega finished 2 nd . The second race was all at sea. Miss Vega again finshed 2 nd in the Racing Class. We had Martin on the helm for these two races and were pleased with our result, that is until we were protested out of the 1 st race for taking a buoy on the wrong side in the river. Ah well, you win some and lose some. It was still great fun.
That evening was another startling performance from our entertainers in the marquee. We had to exercise some restraint however as the next day was the final race. This required the long stretch from the RHYC to the race course. Anne and I decided only at the last minute to enter as we were effectively out of the running with our disqualification in the first race. Anyway, we had made the voy- age so we wanted to complete all the races (well some of us wanted to). We arrive late at the start and went off the wrong end of the line. The two of us could not fly the spinnaker, and the wind had increased so we were light in the boat. It was a tough race with a difficult tidal stream at the last mark that caught many boats out. We finished 4 th as expected.
That was the racing, our first attempt in the Vega Regatta.
Next day was Friday and a coach trip had been organized to visit some of the local beauty spots. We travelled along the Orwell to Ipswich, then visited Aldburgh on the coast for lunch. Aldburgh is an un-spoilt seaside town with a steep shingle beach. It has it’s own special lifeboat built to launch from the beach. The next treat was to visit the Maltings at Snape, famous for Benjamin Britten and Peter Piers operas. Finally we called in at Woodbridge, another East Coast gem with its tidal mill and other attractions.
The Friday evening was given over to the prize giving and dinner. Stormer was the winner of the Racing class. Sheba Wren (UK) was the winner of the cruising class.
Page 5 Vega Association of Great Britain Newsletter 46 Saturday was the official end of the regatta and speeches were given by Mike Freeman and by the Dutch contingent. Everyone had enjoyed the week’s activities and this was evident from the discussions going on between new and old friends before the Regatta broke up and everyone made plans for retuning to their home port. Some work on the Combi to improve the low speed handling was carried out ready for the return trip.
The weather was again in control. Saturday, Sunday and Monday were spent at Harwich waiting for weather. We learnt later that early leavers on Saturday had suffered knockdowns in the North Sea. On Tuesday we made a run for Ramsgate. Two reefs and half Genoa made it sailable but once inside Ramsgate we were in for a very rough night due to the surge inside the marina.
Things were getting desperate. The weather was not forecast to improve. F6/7 and rough seas was the norm so we made plans. We would leave Ramsgate at 0830 to coincide with slack water at Dungeness and head for Dover. It rained most of the way with rough seas in the Goodwin Sands. We arrived at Dover in rough seas and worsening conditions. We did not expect to be spending a further three nights in Dover but at least we were safe from the pleasures of the North Sea!! We were in good company with the crews of Morwen, Thistledown, Helena and Miss Vega all making the best of it. We fitted in a ferry trip to Calais for a day and the time passed quickly with further visits to our adopted Royal Cinque Ports Yacht Club in the evening.
Morwen’s crew starts to decimate as time stretched out, so Malcolm decides to move Morwen into the inner harbour and go home by train, to arrive back some time later. That left Miss Vega, Thistledown and Helena for the rest of the journey back to the Solent. We finally departed Dover on Saturday 12 July with a plan to reach Eastbourne and then decide to enter or press on to Brighton. We slipped out of Dover West entrance at 2056 and sailed through the night in pleas- ant conditions. We had visual contact with each other throughout the night after pass- ing Dungeness at 0100. Closing on East- bourne at daybreak we conferred by mobile and agreed to press on to Brighton, arriving at 1100 on Sunday 13 th July.
After tying up and refueling, we confer and agree that this break in the weather will not last. So decide to have a few hours sleep and set off again for the final leg to the Solent. Still feeling like more sleep we leave Brighton at 1700 into unpleasant conditions. 20kn on the nose, big stopping waves and foul tide. Oh yes, we were motor sailing. Now
Page 6 Vega Association of Great Britain Newsletter 46 Miss Vega was lacking power from the MD7A. We call Thistle and Helena and tell them to carry on as we are going to sail to try and improve progress forward. We set two reefs and half genoa and make 4.6kn over the ground. It was during the hours of darkness that we had a hairy moment. In the distance we picked up a Green light against a cloudy dark sky. This changed to a Red & Green. We could see that we were on collision course but could only tell it was a yacht. As the form of the vessel came into view we could see it was under spinnaker and that they were clearly blind to anything in front of the sail. We were motor sailing so the give way vessel and made a full tack to port until the yacht had passed. I am sure the helmsman was totally unaware we had avoided him! As we are making long tacks and against the tide, our VMG is depressingly slow. We will take ages at this rate, so bag the sails and turn on the motor once more. As the tide turns we begin to make better progress. As the Looe channel Red and Green buoys come into sight we call Martin on Thistledown and they are about a mile in front and searching for a Red off the shore. We didn’t find it either and later discover it was unlit. We make our way through the East Solent in total darkness and finally arrive at our berth in the Hamble at 0630.
Summing up, a great time at the Regatta and excellent organisation by the Vega committee, some exciting sailing in conditions you would normally choose to avoid. Many thanks to the host club the Royal Harwich Yacht Club, and the Vega organizing committee. A pity about the weather but if you sail through the Dover straits into the North Sea you will no doubt learn to expect - or should that be respect – it.
Ray & Anne Steele Miss Vega 3317
Page 7 Vega Association of Great Britain Newsletter 46 Spring Fever & The Carlisles
Well Folks, that’s it for another winter; just a pity this one’s been eighteen months long! The leg’s much better and whilst not perfect, it’s definitely improving every day – I’ve even started ‘hopping’ on it now, just to see if I can; I’d already tried standing on one leg, which in itself was a novelty after thirty years: Even in the days when my leg didn’t actually hurt, the curve in the bottom half of it, screwed up my centre of gravity so badly that I found it a physical impossibility to balance on it.
We fly out of Gatwick Airport early on Wednesday morning (4 th March) so it’ll be the joys of an overnight coach ride from Leeds the night before and then if all goes according to plan (a tail wind so the plane arrives early, our bags are early onto the carousel, the shuttle-bus to the main bus station coincides with our arrival at Athens airport and doesn’t get stuck in traffic) we should catch the afternoon bus up to Preveza with five minutes to spare. If it doesn’t we’ll be sitting around for about four hours before catching the evening bus, which’ll also condemn us to a good mile’s walk from the bus stop to the boatyard when we get there; it’ll be dark too so we’ll be fumbling aboard the boat by torch-light, unless by some miracle the batteries are still alive after sitting around for eighteen months. We’re just hoping the boat’s warm and dry inside; it has been whenever we’ve previously left it in the Mediterranean, but those lay-ups have only been for 5-7 months; there are no handy hotels/taxis, so it’ll be a grim night if it’s damp and mildewed. We’ll start posting to our blog site again once we’ve got back there, so if you want to keep track of our progress, go to www.sailblogs.com/member/ springfever if the link doesn’t work for you, just log on to www.sailblogs.com and then enter spring fever in the search facility. I’ll even try to remember to put Lat & Long. Positions for where we’re at/have been on Google Earth; as a friend who’s more computer savvy than we are (actually that description covers just about everyone we know) is going to plot a route map for us on Google too. Hopefully our Greek mobile phone number: (00 30) 6943 432964 will also spring back into life when we get back there too, It is still ludicrously expensive for anyone to call us on it, but at least we won’t get billed as well. Text messages to this number are the same price as to the UK one though and as this phone is turned on more often, we’re likely to pick them up a bit earlier. We’re anticipating a shed load of work on Spring Fever when we get back to Preveza (38.57’ North, 020.46’ East), as even if we don’t find lots of bits rusted and seized, we’ll still need to check every inch of her before putting to sea again. After that, our planned route for the first few months will be to head north-west from Preveza up to Corfu (39.37’ North, 019.55’ East) for Easter – There’s apparently some great festivities & parties to be found there that week; before heading south through the Levkas Canal (38.50’ North, 020.43’ East) and on to the Island of Ithaca – Odysseus and all that (38.275’ North, 020.40’ East) to visit friends From there it’s south and east around the outside of the Peloponnese to Kalamata (37.015’ North, 022.065’ East) to visit more friends and then east again back into the Aegean Sea. But do bear
Page 8 Vega Association of Great Britain Newsletter 46 in mind that a very smart Canadian sailor once advised us that ‘Cruising Plans should be written using a stick in wet sand, at low-tide; so we’ll let you know when they change (probably completely) in the near future.
Please keep in touch and if you’re planning a holiday to Greece (I hear Skopelos is very trendy this year as a result of the Mamma Mia Film) or Turkey this summer, then please let us know in good time and we’ll try to sail over and search you out; if the weather’s nice and you don’t suffer from sea-sickness, we could even go for a sail. Bob ‘n Lesley Carlisle Vega “Spring Fever” V1776 ew VAGB Website & Adam Tait www.albinvega.co.uk (Coming soon!) The swishy new, soon-to-go-live, VAGB website was lovingly crafted by Adam Tait; a project close to his heart as owner of V1030 (Vegabond). If you are in need of any web services, design or otherwise, Adam can offer great deals for all Vega owners including:
Web Design Hosting Content Management Systems Conversion of your own design to a website or template User Interface Design Interactive Design Accessibility & Usability Search Engine Optimisation Database Programming, and
Consultation on projects from personal to medium sized businesses All projects are lovingly tended to as Adam chooses his clients as carefully a they choose him. In his own words, Adam is just trying to make the world a better place one site at a time.
Contact: [email protected]
Please support Adam as he has given much time and effort on the new VAGB Website
Page 9 Vega Association of Great Britain Newsletter 46 The Albin Vega Online Database
This online database can be accessed via the club website (www.albinvega.co.uk) or direct to the following web address:
www.albinvega.info
This is an independant database that has been “webbed” for Vega owners worldwide. Photos and details can be input via the website and browsed at teh same time. Let’s see if we can get this into 4 figures.....
Steve Birch Vega “Southern Comfort” V1703
To and From the IFR in Vela Vega
The IFR was an impressive and most enjoyable event – plenty of Vegas with cheerful crews from interesting places, good humoured entertainment, great sailing. We were made very welcome by Royal Harwich Yacht Club, with excellent facilities and plenty of interests ashore.
The only problem was getting there. For Vela Vega this meant the passage from Chichester to Woolverstone on the Orwell, with architect Gerald Steer. The passage followed the usual route out – Owers, Beachy Head, Dungeness, Ramsgate, across the Thames Estuary, and into Harwich. Ramsgate is well worth a careful look, especially in the company of an architect, we visited Pugin’s Church and associated event, his house now restored but not always open.We carried 2 genoas for the long reach from the Owers across to Dungeness. The vital point in my passage plan was to attempt to pass Beachy and Dungeness on the same tide, and we just about managed it. We called Dover Port Control before sailing past the 2 busy entrances and they were responsive and helpful. We had dropped the Thorney Island (Chichester) mooring at 7AM on 20 th June, and got into Ramsgate at 4AM the following morning.
For the Thames Estuary crossing the rule is to have a completely current up-to-date chart. My GPS chart was only 3 years old but was seriously behind the situation, partly because of preparation work for vast arrays of wind turbines. We used Foulgers’Gat cut through the Long Sand, then to Sunk Head Tower and NE Gunfleet for Medusa and in to Harwich. The wind got to about F5 so we were busy for a time. We were a bit early for the IFR so we moored to a Woolverstone Marina mooring buoy in the Orwell, then went for an early train at Ipswich station, with the invaluable help of a chum with local knowledge.
The passage home was the same route in reverse, with my brother Steve and nephew Ashley as crew. We were a bit late at North Foreland so we really had to stem a serious adverse tide into Ramsgate. The wind was F5 from the SW next day so with Steve’s serious encourage- ment we went for a short leg to Dover. This was instructive since the Port Control asked us to
Page 10 Vega Association of Great Britain Newsletter 46 shelter under the lee of the East Breakwater and wait for a slot. They fitted us neatly in between the ferry movements but it would not have been safe without their clear instructions.
The run from Dover to home was uneventful except for an engine stop in the middle of the night, in Brighton Bay. The problem was an air leak into the hose union on the tank, which was technically simple but involved emptying all the kit out of the port cockpit locker. My nephew woke from deep sleep, with an urgent need for the heads, to find a folded bike blocking the forepeak door. We showed him the ‘graceful degradation’ alternative bucket which he embraced with enthusiasm. Altogether a good experience, both ways.
Ted Uren Vela Vega V3303
Hi Steve and all - Fuel Starvation? I was on my Vega a week ago and the engine wouldnt start; starter worked fine and smoke came out the tailpipe initially, engine coughed and tried to fire up but no go.Naturally I suspected a fuel problem so I bled the fuel system, first at the fine filter, then at the fuel pump, finally at the injectors. All well and engine started fine. BUT:When I bled at the fine filter I used a rubber outboard motor squeeze bulb (that I fitted last year between the tank and the water trap) to pump fuel through to the fine filter.The bulb didnt "go hard" and it took longer than it should to get fuel through to the fine filter bleed point.This is exactly what happens with a petrol outboard engine when the breather valve on the tank is left closed. The tank is almost full so I suspect that the fuel pump is sucking fuel from a tank which is not drawing in enough air when fuel is taken? Are breather valves standard fittings? Should I look for a blockage in the breather valve if there is one? I took the boat for a sail and engine started fine when I came back to marina but I don't like mysteries.. Advice welcome, thanks, John Kinsella V 1447 Breakaway
This is a common problem. There is a small vent pipe that is connected from the fuel tank to a small opening on the outside of the cockpit coaming. There is a small grill on this opening that keeps water out, this can, and does, become blocked. Once John had cleared this gauze all was fine.... One to remember
Thoughts on Batteries.... Batteries. There have been many questions lately. I've owned many boats in my 45 years of boating and have worked in the industry a couple of times, so I have some personal experience. But I am also fortunate to have a son-in-law who once managed a warehouse at an Interstate Battery distributor and he is also a licensed ABYC Boat Electrician. He has worked for a couple of boating manufacturers (power boat, but boat wiring is boat wiring!) in his career.
Page 11 Vega Association of Great Britain Newsletter 46 The main question seems to center around the location of batteries. The bilges on a Model 2 will take two group 24 sized batteries as current configured. However, I am putting three batteries down there by extending the shelf over the deep bilge. I will still have plenty of access to the deep bilge for cleaning or grabbing a beer. This is the best place for batteries, as low as possible. So I will have three batteries down there. I am also adding two more batteries. I haven't totally determined where. Don't worry about batteries getting water on them. Water splashed on any batteries doesn't hurt anything. If you get enough water to completely cover the batteries in the Vega - well you have more things to worry about when the floorboards start floating than a wet battery.
There are two general types of batteries. Sealed and Flooded. Flooded is the kind we are probably most familiar with - those are the ones with the caps and you have to check the water. Sealed batteries are relatively new in the battery world (past 20-25 years or so) - Gel and Absorbed Glassmat (AGM) are the two general types. Gel batteries were first and I used them but won't anymore as they are somewhat fragile and take a different charging rate than either flooded or AGM. I don't use flooded anymore either since I don't like to have to equalize them (I don't like boiling sulfuric acid) and am too lazy to check the water. So I use AGMs. They are about double the cost of a flooded battery, but they last longer as they are more durable and are basically maintenance free. They take the same charge rate as the flooded. So, since the AGM is sealed it can be placed anywhere, in any position. They work as well on their sides as right-side up. I've seen many installations where they were lying on their sides and there is no problem. The coolest AGM is the expensive Optima I think and I found a source to buy blemished batteries that are new, but cosmetically not perfect - at a cost below wholesale for a non-blem battery. Back to the question about on batteries getting wet. As I said, if you have a flooded battery and it gets water on it, no big deal - until the battery is totally underwater then the acid leaks our and there is a mess. With the AGM or Gel this is not a problem and there have been tests of these batteries fully submerged and working just fine. There is on shorting across the terminal from saltwater that I've even seen. The voltage is just too low for that. Now, you would want to wash off the salt water so the salt doesn't build up over time and that might cause a problem I would suppose. One person mentioned golf cart batteries. Most are probably built by the Trojan battery company and are for 6 volt golf carts. These are great, flooded batteries and are quite robust and have a lot of power available. I would go this root if I didn't like the AGM as I do. One final note to this tome. I haven't tested this, but I think our little diesels can probably get all the starting juice they need from a garden tractor battery - it is smaller than a group 24 - it called a U1. The battery weights in the neighborhood of 25 pounds. I have one in a scooter I am rebuilding for a friend and will have to try it to see if it will start my Beta. They are also used in small handicap scooters and are available in AGM. If anyone has tried this, please chime in. Chris Brown AVA
Page 12 Vega Association of Great Britain Newsletter 46 Missive to a new Vega Owner (From the Yahoo Albin Vega Group)
The Vega is a very capable blue water boat according, to the people who have gone offshore and circumnavigated. There's a good article in the files section (TonySkidmore.pdf) chroni- cling a circumnavigation in a Vega, and some of the improvements made for the adventure.I think the most common issue addressed is the mast support beam. It seems most Vegas have had a re-build in this area, and it's not that big a job. The hulls are, for the most part, blister-free and very sturdy, and the decks are cored with a synthetic material so rot is not an issue. Another area that has been reported as prone to failure is the rudder. I suspect most of these failures were the result of abuse, but that's just my opinion. The problem seems to stem from weld failures in the inner reinforcing metal frame. There's a good file on building a new rudder in the files section (How to build a Vegarudder.pdf) but another approach is to split open the existing rudder, repair the metal frame, and glass it back together. Another "weak" spot is the stem fitting for the forestay. I don't think they are strong enough for the rough treatment they get from a roller furler. That said, mine lasted for 37 years before I replaced it, not from failure but because it just didn't look too strong. Some reports have mentioned "oil canning" at the bow, but I've never exp erienced it, and have sailed in very rough conditions.Th e big ports would be a worry offshore. VAGB offers aluminum-framed ports (http://www.albinvega.co.uk./windows.html) and others have over- laid the opening with lexan and bolted through to the cabin sides (http://americanvega.org/)
John Vigor's little book, "Twenty Small Boats to Take You Anywhere" has a good Vega write-up. There are a ton of messages on the Vega Forum and they're searchable. Most things have been discussed in detail. One last thought: The old Volvo Diesel and combi gear box/reverse pitch prop combination seems to be ... ah ... not too ... ah (I risk getting seared here, so enough said). Many boats have been refitted with a Beta, Yanmar, or other Diesel with normal transmission, shaft, and prop. That said, the original setup serves many owners well. I don't know what boat you had previously, but the Vega sails very well. She won't point quite as high as some, but her long waterline gives her a good turn of speed. Good luck in your search, and I hope some of this info is helpful. Peter Jacobs Vega “Sin Tacha” V1331 PS ... oh yes, she's a GREAT single-hander!
Page 13 Vega Association of Great Britain Newsletter 46 "Cruising in Lioncel II “ Our cruise in Lioncel II (equipped with 13HP Beta) this year was enlivened by chronic engine failure. Firstly, a short cruise to the Inner Sound was abandoned due to loss of power on the first day, off Armadale. In a very light E’ly we sailed down to and entered L. Nan Ceall South Channel at 11.15pm. Tacking against the ebbing tide for about an hour, we gave up the unequal struggle, anchored on the S side of the channel by Cave Rock.
The next morning we tacked in to Arisaig harbour against a light NE’ly but with the tide. Graham at the yard cleaned out the 36-year old diesel tank and the fuel system, but had no replacement screw-on filter. For the next outing, around Skye in light winds, the engine behaved well until the last day. Leaving Soay harbour, as we turned east the engine stopped and would not restart. In a NE backing SE breeze we sailed to Arisaig, tacking in to the mooring again. The engine allowed itself to be started.
Two days later with a fresh crew we motored round Ardnamurchan, anchored in the Gut, Oronsay, then sailed across to Tobermory and down the Sound of Mull. The wind dropping, the engine was started again but died crossing the bow wave of a motorboat. We reached Ardtornish Bay and anchored for the night. The next morning my crew were unhappy with our engine-less state, so we started back early with the tide, mooring at Kilchoan before lunch to await the tide, and then set off again at 4.30, well-reefed in a fresh and strengthening NE breeze, to round Ardnamurchan. We sailed 2M ff the point, tacked to Sanna Bay and tacked again making a good course S. of Elizabeth rock, worked to the N. across the Sound of Arisaig, and eventually were able to get on the entrance line for L. Nan Ceall. In the dark we sailed to the anchorage at the Waiting Room, navigating by GPS, and dropping anchor in a hurry off the Boathouse at 1.30am. We had got too close in, and I rowed out with the kedge to hold us off the shore. The next morning, after disentanglement from the running mooring of an adjacent rowing boat with essential help from the owner, we again tacked in to the Arisaig mooring, where Graham had a new fuel filter that solved the engine failure problem. The remaining cruises were beset by gales and rain, the genoa blowing out on the final run home from Rum.. Peter Laybourn Vega “Lioncel II” V1358 The Vega Ventilation System Here's how Per Brohall describes the system in the Vega Handbook: "The ventilation system has been designed with scientific thoroughness by a former chief of the Swedish defence research, Hugo Larsson. This is probably the only system that provides a well ventilated and dry boat without the use of electric fans. On hot summer days the temperature inside the boat will be cooler than that outside.The system is based on the
Page 14 Vega Association of Great Britain Newsletter 46 principle of all air being let into the accommodation through a ventilator in the cockpit. The hatch and its ventilator must be kept closed. The air is taken through ducts next to the hull of the boat below the waterline which cools the air and causes the moisture to condense against the cool hull. The water runs into the bilge and the dehydrated air is fed into the cabin and fo'c's'le. It is important always to keep the ventilator in the cockpit open; only in the unlikely event of seas breaking into the cockpit should it be closed. Stale air is evacuated through an Electrolux ventilator which was developed first by Hugo Larsson for his VEGA. It is designed to suck out air as soon as there is any movement of wind outside regardless of direction. The ventilation exhaust system is supplemented by ventilation through the mast.
On hot days there is a funnel action which increases the flow of air. The temperature inside a VEGA, lying at her mooring on a hot day with all the hatches closed can be 5° less than that of the air outside. Without this system the boat would be like an oven."
Heavy Weather Sail Plan Question Internet Question: So how do you all recommend setting up for heavy weather if you are equipped with a roller up front? I have been contemplating having a few grommets added vertically from the foot to the leach on the roller reefing Genoa that would allow me to reduce it's size to a small working area and perhaps just lash it down to the smaller size should the weather turn bad. I am not sure if this is reasonable or logical or even if the standard sail weight is gonna ride out a heavy blow. How are storm jibs normally deployed with a roller reefing unit. Answer: There are a couple solutions. Several to be exact. First, don't sail when you are predicting bad weather - avoid hurricanes at sea!!! That isn't really that hard to do. Dealing with good gales is different as they can come upon you. With roller furling you have a couple options. Roll in the sail until it is a small sail. Now this depends upon the way your sail is designed and built. I had my roller headsail built at about a 135 that I can roll into to a 100 and not lose any shape as my sailmaker (Carol Hasse) designed proper padding into the sail. If I go further, well in those conditions I don't care all the much about shape. The cloth is heavy enough to hold up to pretty significant blows, yet it is still supple enough for normal use. I do admit that I spend a lot for my sails and spend many hours working with Hasse to get the design I want just right. Hasse's Port Townsend Sails (Washington State) is my favorite sailmaker (they are right above Brion Toss Rigging, who happens to be my favorite rigger!!!!) most convenient. Now, there is no reason not to change headsails. Roller furling sails are nothing more than a "foil" sail that racers have used for decades. When I was on some of the ocean racers we had a dozen sails all with a luff tape for the foil. We'd swap out sails all the time, often every 15 minutes. Often we'd lash them to the deck if they were going to be hoisted again soon. So just because you have a roller furler doesn't mean that it is a permanent attachment. It is really
Page 15 Vega Association of Great Britain Newsletter 46 easier to change a foil than a hanked-on sail. So if you are used to going forward and changing sails this should be no problem at all. Your sailmaker can add the the proper lufftape for your slot. By the way, some foil headstays have double grooves in them just for the purpose of changing sails. That way you can do an inside-out swap (taking one up and one down at the same time - racers are a strange bunch). I often did this on my larger cruising boat when sailing in the Pacific.
Now the most elegant solution is to have a second forestay, often called a "baby stay" at- tached back from the headstay. If it is attached close to the roller furling head stay it is some- times called a "solent" stay. These stays could have another roller furled sail, much small of course, or be for a hanked-on sail or luff tape. The problem with this is that it is in the way of the main headsail (this isn't as much a problem on the baby stay since it is aft a few feet, unlike the solent stay. So on one boat I came up with a way to loosen it and then devised a system to store it at the mast. I used wire rope in those days. But nowadays there are some fantastic fiber lines on the market that are stronger than their steel counterpart (for instance I use a fibre line for my lifelines and they are much better and stronger than any wire rope - this was a Brian Toss installation). It is also possible to have a sail built with a stay built into the sail. I've never done this, but had one designed one time. Again this would be removable. Just attach it onto the deck fitting and hoist with your spare jib halyard which I assume you have - if not you should have one. By the way, with the storm trysail replacing the main it is often better to not attach it to the main sail slider. The way I've always done it is just to make a rope "horse" and attach it to the aft cleats (like a bridle). I seized the center so the sail could slop around. I adjusted the sail by adjusting the bridle. With a trysail fancy, tuned sail trim is the last thing on your mind...... Chris Brown Vega “Flyaway”
The Vega Hove to We've often hove to in Spring Fever; generally just for an hour or so to make/eat a meal in shitty-weather or kill time whilst awaiting a tidal gate and say in a maximum wind of F6 and in my experience the Vega heaves to very well. We can get Spring Fever to sit with the bow less than 20 degrees off the wind with both sails up and perhaps 25 degrees off with just a well reefed headsail; our 'trick' to achieving this is possibly our helm position. The basic heave-to technique as taught in the UK (if its mentioned at all!) is just a crash-stop - push the tiller to leeward, then once you've come through the wind and backed the sails, pull the tiller back across, lash it tight and then trim your sails to get the best/most comfortable motion - whilst this works on the Vega, it does in my experience and as you note, leave you a little too far off the wind for comfort; I believe this might be because the rudder is so far across that it stalls: On SF we have a balloon fender about 15" diameter - but fairly soggy; after completing the crash-stop element, we drop this fender in the appropriate back corner of the cockpit and lash the tiller hard against it, rather than diectly against the locker side; this change in rudder angle seems to keep us further up to windward. I'm sure that by using two
Page 16 Vega Association of Great Britain Newsletter 46 lines to centre/adjust the rudder angle or sitting and holding the helm, you could do even better - but messing around doing either of those would defeat the whole object which is having a rest and/or getting out of the weather asap.
You also report concern at the speed which the Vega runs off down wind, whether I can assist with that depends upon what your expectations are. I've seen various articles about heaving to which seem to suggest that with the sails 'properly adjusted' (they're always vague about what's required for that bit ) the forward momentum and downwind drift will cancel each other out and you'll forereach pretty well in a stationary position. It may be that I'm getting it badly wrong somewhere, but I really don't think that this state of balance is possible. In Spring Fever I expect that we'll drift downwind at about 1.5 knots with both sails up and at about 1 knot with just the head sail; wind strength/sail area don't seem to effect this rate of drift by very much, I preume that's because as the wind speed increases we're just sailing forward and drifting backward at equally faster rates. Given enough sea room, we'd always go for both sails, we might drift faster but its a more comfortable motion which is what we're doing it for in the first place. Bob Carlisle, Vega “Spring Fever” V1776.
38 th Annual General Meeting of the Vega Association Great Britain Held at the Fareham Sailing and Motor Boating Club on Saturday 7 th March 2009, Fareham, Hants
MI UTES
In the absence of the Secretary Mrs. Julia Neesam, these minutes were taken by Diana Webb, Acting Secretary to VAGB
Committee Members Attending Mike Freeman Chairman Steve Birch Treasurer Diana Webb Acting Secretary 26 Members of VAGB
1. Secretary’s Report As the past Secretary Mrs. Neesam was not present, her report was printed and passed to members to read. A response of True Record was voted and recorded.
2. Chairman’s Report On behalf of VAGB the Chairman expressed his thanks to FSMBC for the use of their facilities and hospitality.
The 22 nd International Friendship Regatta (IFR) held at Royal Harwich Y.C. in June 2008 was
Page 17 Vega Association of Great Britain Newsletter 46 a resounding success. 120 visitors and 45 Vegas attended representing all the European Vega Clubs. There was good support from the home club with fleets sailing from the South and East coasts. The 5 good days were unfortunately followed by some heavy weather which resulted in some bad homeward bound passages. With the exception of one South coast boat (OK, it was me SB on SC!) which had a record passage time to Pin Mill of 4.5 hours on the back of a lorry, and .5 hours sailing time to the RHYC. He thanked all the members of the Regatta sub committee for their hard work over 2 years which resulted in a 3 rd successful Rally for VAGB. Also to Steve Birch who operates the spares supply line and Diana Webb for her two decades as Secretary. He also expressed thanks Brian and Gill Pilcher (ex-V Panacea) for all their efforts over many years organising the Solent Rally, and wished them well with their new boat. He announced that the next I.F.R. would be held by the Dutch Club at Hinderloopen, in northern Holland, on the Ijsselmeer in the summer of 2010. The precise dates would be supplied later by the Dutch Club and posted on the internet. He closed his report by wishing a good sailing season 2009 to all VAGB sailors .
3. The Treasurer’s Report
The Treasurer Steve Birch said that the main outgoing of 2008 was for the IFR at RHYC. This resulted in a deficit of £1500 after Regatta Fees were paid, but was met by VAGB out of savings over many years for the event. Otherwise the Club Funds were healthy, and the Statement for the Accounts would be issued in the next Newsletter. He announced that subscriptions would remain unchanged at £12.
4. Election of Officers and Committee
Mrs. Julia Neesam does not to wish to stand for re-election as Secretary. All remaining Officers and Committee agreed to stand for re-election and were unanimously re-elected. Diana Webb declined to stand for the post of full time Secretary again, but agreed to act as secretary in the short term, and still remains on the Committee. In order to help her, a new post of Assistant secretary was created and Mrs. Kris Codd (Vega “Iserl”) was duly elected as Assistant Secretary. Mr. John Trim (Vega “Blue Bar”) was proposed, accepted,and elected to join the Commit- tee.
One Committee post remains vacant.
5. Social and Sailing Programme
Steve Birch said that he would organise the 2009 Solent Bash. This event will be held over the last Bank holiday in August 2009 starting at the Fareham Sailing and Motor Boat Club. He proposed the gathering of the Vegas would start on Friday evening at Haslar Marina , Saturday there would be racing and aBBQ in the evening at FSMBC then on Sunday a cruise in company.
Page 18 Vega Association of Great Britain Newsletter 46 Steve also said that David Wisdish in Scotland had indicated that he would also organise an event for the Scottish boats.
The sum of £5 per Vega would be given to the organiser to help fund the rally, but with a minimum of three Vegas - all members of VAGB should be there.
Ray Steel requested if there could be a listing of all Vegas and Owners, in various locations, similar to the International Fireball Class.
Steve replied a list of Vega members was already available but no addresses or phone numbers would be displayed on it on the website.
6. IFR 2010 Hinderloopen
Diana Webb announced that The Hundred of Hoo S.C. where she and Mike Freeman keep their boats, had spare moorings which could be made available on application, to any Vega from the S. Coast bound for the IFR 2010 in Holland.
7. Classic Yacht Status
The Dutch Club, headed by the Secretary of VODA, Joop Wagenmaakers proposed that they would pursue the idea of getting the Vega recognised as a Classic boat, and receiving the CE certification if they were successful. The main benefits of this for the Vega Class would be that this recommendation would prove to future buyers that the Vega is a seaworthy ocean going craft, and this in turn would be beneficial to Insurers and reflect in lower insurance rates. John Trim agreed to be the person from VAGB to liase with Joop Wagenmaakers.
8. Any Other Business
Ken Wakeling ,our Rep. to VODA announced that VODA was looking for candidates for the post of President of VODA as Walter Nerving, the President of VODA was retiring after 15 years service at the next IFR. There were no volunteers.
John Trim announced that he could supply Micron 66 antifouling for £50 in an unmarked 3L tin for £50, in Navy Blue.
Round the Island Race - John Trim has entered V “Blue Bar” for the 2009 event.
Tony Green asked if a paper copy of the Newsletter could be supplied. Steve Birch said that it would be no problem to supply a printed copy, upon request.
There being no other business to discuss the meeting closed at 5pm. Members were invited to enjoy the buffet and bar……..
Page 19 Vega Association of Great Britain Newsletter 46 IFR 2008 DVD ow available Professional DVD showing all aspects of the Harwich (Woolverstone) IFR July 2008 £5 inc P&P UK £7 inc P&P Overseas Contact: [email protected]
Printed Matter
ALBIN VEGA - A REAL CLASSIC..... Stamp
VAGB ewsletter 46
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