NEWSLETTER FALL 2000

For some it will seem like a long time between newsletters. This has not been for the lack of topics or information to share. For those on the internet, I did a couple of updates of current events but otherwise here is the very next newsletter since 1998.

In this issue







TED BREWER has moved!

His new address is BREWER YACHT DESIGNS, P.O. BOX 48, GABRIOLA ISLAND, B.C., V0R 1X0 PHONE: 250 247 7318 He slipped across the border and now resides in the paradise of relaxation and sailing, the Utopia and idyllic scenery: Canada. Remember they are in Pacific Standard Time. Their fax number is the same but dial 23 after the beep for messages. Best wishes to Ted and Betty in their new abode.

In this issue, there is an article written by the Domvilles aboard ‘Beau Jeu’. Pat Michel seems to have that gift of writing. She is able to convey excitement, concern and fustration extremely well. I hope you enjoy it much as I have. She and Jim deserve recognition as true adventurers.

On other fronts, quite a few Whitbys and Brewers have changed hands. I encourage any of you who are new owners to join the Owners’ Association. Contact; Bernie Boykin, 1919 Ruxton Rd., Baltimore, MD 21204-3510 Phone 410 828 5690.


Rendezvous 2000…

The traditional fall Rendezvous, held at the homes of Alice & Pat Drenning and their adjoining neighbour, Bruce Rankin, is coming up on the weekend of September 30/October 1, 2000. Their homes are on Whithall Creek just south of the Bay Bridge. Go into Whitehall Bay and up Whitehall Creek past the Marinaon Starboard. Proceed around the bend in the creek until Whitby 42s and Brewers fill the horizon. There are two docks to port. Raft up to either pier, there are usually lots of helping hands.

Doris Hansen, retired president of Whitby Boatworks Ltd. and Bob Smith, of vast Lehman expertise, along with the many owners of Whitbys and Brewers will be in attendance. I will be available for one-on-one FAQs at the rendezous.


Some owner updates…

I am looking forward to seeing some of my recent customers at this 2000 Rendezvous.

During the last year, I was involved in the purchase of two Brewers that came to Canada for refits. Andy & Louise Travill now own ‘Shangri-la’, Paul & Marie Marcoux’s vessel. They have renamed it ‘Daring Adventure’ and should be on the waterway next year. Donald and Susan Kitchen have purchsed the vessel owned by Joan and Phil Cardon, ‘Glissade’. Bearing her new name ‘Alembic’ and sporting a major refit, she will be on the coast this fall but remain near home, near Larchmont, N.Y. Susan is the daughter of Mr. & Mrs. Joseph Briggs who you may know as owning a Whitby 42, #125, ‘Sundowner’. Mr. Briggs recently sold his Brewer 44. Dick and Marybeth Seibert have purchased Runaway from Ray & Diane Barnard . She was brought home to Annapolis from St. Croix by the Barnards and is now in Dicks backyard off of Whitehall Creek. Their daughters enjoy the new addition to the family recreation as much as Mom & Dad. Dick & Marybeth have extended there buying expertise offshore. Marybeth went to the Caribbean to view the vessel with Ray & Diane hosting her visit. Marybeth went for a total immersion course taking oil samples while there to help formulate the offer and bring it to a conclusion. Congratulations to both parties for making this long distance purchase a benchmark of effort, integrity and energy.

A couple of others changed hands earlier last fall. The new owners of ‘October’ now have her in Lake Michigan. Ron and Dana Olm and their children have her on a swing mooring in front of their home just outside of Traverse City and the dark blue hull with gold trim completes a dream come true for the young doctor and his family.

Yet another couple are now aboard ‘Lion’s Paw’. Jim Johnson and mate Irene. They have completed an audit of all previous systems on this 1984 vessel and have added all the safety and comfort items to head away to destinations unknown. Jim & Irene have now become Mr. & Mrs. Funny how a few rough weather storms can be the tie that bonds for some and not for others. So, they have embarked on their life dreams and hope to avoid any more enactments of the ‘Perfect Storm’. The original owners, Paul & Debbie McGowan have come ashore for awhile to finish their careers. No doubt, we’ll see them again in the near future.

Paul & Colleen Taubner, along with their daughters, bought ‘Triana’ in Mississsipi and trucked her home to Wisconsin. Many of last year’s attendees have met this high energy couple who are now reaching the completion of their upgrades and are ready to set sail. Paul and Colleen have been making diligent use of time. Paul has shared many hours after his regular career day, along with Colleen and the children, to rearrange all schedules. Their family adventure will begin soon.

Peter Dodd & Terry Folinsbee have become the owners of ‘Rovinkind II’. After assuming title from Jim & Debbie Milne, they made their way north to the “Tall Ships Rendezvous” in Halifax and are now on the hard in good old Lunenburg, Nova Scotia. South is on their agenda in the near future. All the best to them in their new adventures.

Ralph & Steph Koefelda, the new owners of ‘High Ground’, are now moved aboard and pursuing their dream of an extended cruising experience. Leaving the Great Lakes and departing America is on the horizon for them.

Ken & Ann Kemp are the new owners of ‘Windswept’. After a brief preplanned holiday, I believe to the Greek Isles, they will be returning to enjoy their new home away from California, on the East Coast.

David Thexton, owner of ‘Lydia Anne’, a Brewer-designed Sea Star 46, spent the summer of 1999 cruising the east coast in the Long Island Sound area. He was also a partner in the vessel ‘Largo Bay’ which accepted over fifty thousand dollars of touch and glow as well as improvements to her infrastucture. She can still be seen at http://www.yachtsls.com/w42196 She is now owned by Robert Dessaurault who has taken her up the St. Lawrence to make her ready for her next journey.


Listings
Currently, I have just one Whitby 42 for sale in America, ‘Snowgoose’, Hull #181, out on Long Island. However, a new listing will soon be posted for one in Singapore, while yet another is on her way back to Canada’s west coast. Due by November, she will then be available for purchase.

Other vessels listed include an Alberg 37, Passport 40, Niagara 42 and CS 36.


The technical side…

During the last few years, I have been directly involved with several hundreds of thousands of dollars of upgrades, repairs, refurbishing and altering of systems. These have been mainly to vessels with which my involvement began as the owners took delivery of their Whitby or Brewer. Much has been learned and other details revisited.

The rudder story continues to plague vessels. And yet, I feel that it is unjustly so. All of the problems that have come to my attention have been associated with or as a result of enlarged rudders. If anything is to be learned from that knowledge, it might be that if you are going to undertake to enlarge the rudder, start inside with the primary steering system.

On the page of pictures, the interior configuration is shown. The repair highlighted in this particular picture was done as a result of an encounter with a solid face of rock after the gearshift broke while reversing and a collision occurred at a speed offensive to the well-being of the rudder. Not as bad as might be expected. But, as a competent owner would do, the rudder and all related castings and welds were inspected. While doing so, the joints that have proven to be a problem on the enlarged rudders, were refreshed by adding gussets. The rudder size was left as is, since the owner, who bought her as a new vessel in 1982, has not experienced the problems others have expressed. He does have a good Autopilot, has done thousands of ocean miles, has collected a trophy for a 50-boat fleet in a race known as the “Windward Trophy Race” in which his competitors were well known race/cruise vessels, and did not feel the need to increase his rudder. I concur with Andy Skerlec and his decision for ‘Toberua II’.

I still emphasize good tuning, hydraulic upgrading and good close-quarter practise to

hone some of the skills of yacht handling. The vessels have a great deal of thrust under power and a properly balanced hull and tuned rig as per the manual really helps.


2001 Calendar

I have created a calendar for 2001 which features a painting of a Whitby 42 by Mary Elizabeth Duggan. A lamenated copy will be distributed to attendees at the Rendezvous 2000 at no charge. Or, a copy will be available by mail at a cost of $10 US. If you wish to contact an artist with experience painting Whitbys, you can email her at: artist@yachtsls.com

Photos on the reverse side of the calendar will be of the dreaded centre fuel tank in the arms of two men ready for placement, an inside hull shot of tankage with some hardware in place, and also a picture of the rudder stripped apart.


What follows is some information most long distance sailors hear of in their preparations, but for those who have not had this shared…



Courtesy of Bill & Judy Speary from ‘Janus’:

“Doug -

Enjoyed seeing you at the Whitby/Brewer Chesapeake Bay Rendezvous yesterday (October 2). It was a nice gathering.

As we mentioned, we have used the weather forecasting services of Herb Hilgenberg (Southbound II) since 1992. He was especially invaluable to us on our passage from Norfolk via Bermuda and the Azores to Lagos, Portugal and again on our trip from Lagos via Porto Santo (Madeira) and the Canaries to Antigua and then to St. Thomas. Herb is well known and respected by the cruising community. He spends about 8 hours a day

doing his analysis and another 3-4 hours a day on the radio delivering his forecasts. This is a hobby; he does not get paid, although he is delighted to receive post cards, pictures, and donations. It's best to contact him a couple of days before your planned departure date. He monitors 12,359 kHz on the SSB from 1940-2000Z for check-ins (give your boat name and location). At 2000Z he acknowledges the check-ins and

starts his analysis, beginning with the US east coast, progressing across the Atlantic to the Azores, then on to the UK and the Med, and then the Atlantic to the Canaries and the Caribbean. He has a directional antenna, so you may not hear him well until he is covering your area.

Once on his calling list, you must contact him each day, because he spends a great deal of time preparing a forecast for you. He gives you waypoints based on the weather conditions and your average boat speed.

He is somewhat conservative, generally trying to keep you out of winds over 35 knots. We've found his forecasts to be more accurate and detailed than any others (including David Jones in the Caribbean and various ham nets). It's also interesting hearing the conditions and locations of other cruisers nearby.

Regarding our radio, we currently have an Icom 710 with an SG-230 smart tuner. It supports both ham and SSB frequencies. For the antenna, we insulated the starboard backstay (it attaches near the masthead) and the triatic, with a short piece of 6 gauge wire connecting the two. Our tuner is behind the starboard aft berth (yes, it's a pain removing all those screws). The radio is by the nav desk. With this setup we were

able to reach Herb (in Canada) on the entire trip to Lagos.

If you have any questions, please contact us.

Bill (N3PWR) and Judy (KA3ZHW) Speary s/v JANUS

[1985 Whitby 42, hull #320, with Volvo MD 30 (65 hp) engine]”

And, here is a true seafaring tale! For anyone who has the offshore experience, you will enjoy the wit and humor while appreciating some of the anxiety and frustrating moments that occur as these experiences come to pass. For those not yet equipped with past experience, read with care. These things do happen, but are no reason to stop you from going out there and doing it your way!


From -BEAU JEU. WHITBY 42 Hull #194
“Fri Jul 31 14:09:18 1998

Dear Doug,

Your enjoyable Spring ’98 newsletter caught up with us here in Rebak Marina in Malayasia, having travelled to Chagos, back to Toronto, then here. We were very sorry to read about Kurt Hansen’s death. He was a fine man who built a fine boat. Our hearts go out to Doris. It’s sad.

On a different note. Since December ’95, shortly after we arrived in Singapore, Jim has had 3 angioplasties, 1 double bypass, 2 colonoscopies, 1 endoscopy, 3 ultrasounds, 1 CT scan and a partridge in a pear tree. He's still sailing. Can you believe this? We've sailed, just the two of us, over 10,000 nm and found the time to fix the boat and to fly home every year. Thank goodness for our PPP insurance. We enrolled with them three weeks before Jim’s first angioplasty. By the way, all his medical affairs were treated in Singapore with excellent sympathetic and modern care. Enough about the health, on with the sailing.

We've circumnavigated Borneo, sailed to Bali and Jakarta, to the South China Sea, to The Anambas islands, Sri Lanka, to India, to the Maldives, and back and forth between The Andaman islands, Singapore, Thailand and Malaysia. This part of the world is too interesting to leave. And, we still haven’t seen Cambodia. For all those fellow Whitby owners, the boat is better than we are, have confidence in her. She has forgiven us many times; there is no reason not to see the world by Whitby, it’s great fun. Remember that Kurt always told us that although he hadn’t built the boat for the Horn, he had built each one for offshore passage-making. There are so many other interesting, comfortable places.

Here’s an account of our sail to India, one of the best ever. Then, the return from the bottom of the Maldives, one of the worst, but then it became one of the fastest and best, well, right up there, sails we've ever had.

Subcontinental Sailing:

10 days 6 hours and we’re here (from Thailand). 1385 miles of terrific sailing, mostly on the beam and broad reach, only putting up the pole once. The mizzen staysail worked like a dream. Just when we were getting content and smug, we hit some high winds and bounced around on the short steep seas of the waters between Sri Lanka and India. Nothing broke, nothing came loose. The staysail and double-reefed main moved the boat along at 7 knots very softly, but those 7 kn threw us around the saloon for 24 hours.

Then the coast of India, (who could see it—haze everywhere) and fishing boats were everywhere too. From little ones with charcoal braziers as the only light (this is 15 miles offshore) to trawlers with green and blue (BLUE?) lights, to twenty-foot open boats with only white lights. A country with a population of however many billion needs to be fed. It certainly made our night watches speed by and we almost wore out the binocular eye pieces trying to guess what was going to ambush us in the black space ahead. Oh yes, there was one other trick the trawlers had; they pick up their nets in reverse at 6 kn. Maybe, that's what the blue light meant.

The sailing was great but Beau Jeu wanted to remind us that she hadn’t been exercised for two years. The fridge/freezer, containing four legs of lamb, broke down. We looked in the bilge one morning to find it full of red transmission oil—a real panic there. Then, 4 miles off of Cochin, in the channel with the Navy, freighters and trawlers all zipping up and down, Jim noticed our oil pressure was really low. We had to add 2.5 L on the run. On the good side: we had enough freon to keep filling the fridge system (a leak had developed somewhere around the receiver) and didn't lose any lamb; and Jim found the leak in the hose to the prop lock which caused the loss of the transmission fluid and jury-rigged a repair with self-amalgamating tape and hose clamps. The low oil pressure is still a mystery. We added 2.5 L and the pressure went back up but somewhere, the oil is hiding and it had better not be the new oil cooler. On the better side: the fridge is now fixed (a rotolok on the receiver had not been fully backseated when serviced in Phuket!); and the hose for the prop lock can be found here and replaced easily. The engine oil is still a problem, but I have hopes.

We’re anchored in front of the Bogatty Palace Hotel how’s that for an address? And yesterday we spent our first day in town. India is more than I hoped it would be and a lot less than what I feared it would be. The beggars are not a problem in these three islands with a population of 600,000 in one of the richest provinces with the highest literacy rate of the country. Cochin has the oldest church in India and had the first European (Portuguese) settlement. The explorer/sailor, Vasco de Gama was here in 1502 but the Phoenicians, Romans, Arabs and Chinese were here before him. All were searching for and trading spices. A surprise for us is that there’s a Jewish community whose roots go back to the Diaspora and they have a 16th century synagogue. We’ve still all that to see.

The first impression is one of colour; the rich hues of the saris, the ribbons in the girls’ hair, the freshness of the vegetables, the piled-up fruit. The beauty of the carriage of the young women, the smiling faces of the men and their incredible kindness to us. Jim found his high-pressure hose because a man in a tiny shop selling fan belts and autoparts had his driver take him to the warehouse and bring him back. Our buddy boat, Arjamond, found a wonderful restaurant where the owner prepared a special meal for us, a feast of north Indian food of an unexpected delicacy. Of course, the down side is the garbage everywhere... it’s swept into two-foot high piles and I suppose eventually carted away; the begging kids who seem to hassle the Indians more than they do us; and the sidewalks, actually traps to catch you and send you to the hospital with a broken ankle or leg.

Yu'all gotta come here, it's great. xox pat and jim.
and then...

From Heaven to Hell and Back:

We spent another two months in the blissful clear waters and coral reefs, island- hopping in the Maldives, interspersed with stays at friendly resorts (Jim’s squirelled away '68 orange bar-beads from Tahiti are still valid at the Club Med on Funafushi atoll, 40 mins from Male, but naturally, he forgot to bring them ashore: had a pleasant dinner and day around the pool and still benefitted from the unlimited wine). The most recent resort was the Hilton on Rangali island in Ari Atoll: superb friendly reception, excellent dinners. They kindly used 800 L of their desalination plant to re-water Beau Jeu (not a terrible loss for them: the plant produces 20 tonnes a day). Of course, it helped that we arrived about one hour after the plaque was unveiled for the official opening.

Yes, Jim went scuba diving. Yes, he can free dive to forty feet. No, he has no tummy left.

Then came departure time. The weather was definitely changing. El Nino was strutting it’s stuff so, we’re off to the southernmost atoll, Addu, where the Brits, for years, had a major RAF base on Gan island. Our plan is to refuel, take on water and fresh veggies, fill up with cooking gas and petrol for the outboards, and generally, get our act together to prepare for the 2 to 3 months we plan to spend in the uninhabited paradise that is Salomon Lagoon in the Chagos Archipelago, a few hundred miles further south. We had such good memories of our stay there in ’92.

At least that was the plan! Arjumand leaves May 13, a day ahead of us. The next day, at 0700, we motor off in calm weather ready, we think, for the two-day hop to Addu. Within an hour or so, the weather deteriorates, and deteriorates, and then gets even worse (Pat’s note in the log at 1400: “will this day ever end? What about the night? aghghgh.” her three o'clock comment: “I get to leave the cockpit for the first time since 0700 everything is wet!”). Very soon we are under triple-reefed main and reefed staysail. The following day is worse: now 40 knots plus over the deck (much higher in the gusts) and rain squalls to boot. We are being set east by a vicious current. Our friends on Arjumand have popped their mainsail at the third reef. It is in tatters and they wonder whether they can make the last 30 odd miles. Below, on BJ, everything is flying around despite our lashings and whatever can get wet, is wet. Above, the staysail is flogging itself to death and leaving the cockpit to modify the sheeting angle to cure the problem is a nightmare. The shackle on the Bruce anchor and its hardware are slowly gouging their way through the bowsprit, despite eight different lashings. A riding-turn develops on the roller furling for the jenny. Going forward means, of course, a harness always attached before releasing to attach the second strap to the next point. One crawls on hands and knees holding firmly onto a piece of rigging or something as we inch forward. At the bow to perform the required tasks, with each sea the entire bow is awash and you find yourself temporarily under water. We haven't seen conditions like this since “Gloria” tossed her apples in the Makassar Straights in ’95 (Gloria, this was much worse!) We discuss running off several hundred miles to Galle in Sri Lanka to supply and regroup. The boat is taking a beating. By this time the TV is attempting to cross the cabin; the printer did but survived; and books are levitating (all the above had been carefully lashed for the trip you understand). The staysail sheet has literally sawed through the spinnaker halyard which went overboard along with our dinghy wheels, one exploded snatch block, one other snatchblock, a snapshackle or two, not to mention Pat’s breakfast, lunch and dinner. (Pat's note in the log: “this is not good—THIS IS NOT GOOD!”)

But one of the inexorable laws of the sea is the rule of three: disasters happen in triplets.

Pat: “Jim, I think you should know the water is rising in the after bilge.”

Jim: “Not to worry, just turn on the electric bilge pump.”

Pat: “Jim, I think you should know that smoke is coming out of the electric bilgepump float switch.”

Jim: “Not to worry, we'll operate it manually. I'll replace the float switch later.”

Pat: “I think you should know that the electric bilge pump is running but no water is pumping out.”

Jim: “Not to worry, we'll use the cockpit manual pump.”

Pat: “Jim, I think you should know the manual pump doesn't seem to be sucking.”

Jim: “Maybe we should break out the Edson (a big emergency pump mounted on a board on which one stands pumping a long handle which removes a gallon a stroke).”

Pat and Jim: “Note to Edson: the bloody pump is in place but the board is so big, there is nowhere to stand on it in the aft cabin. Either the boat has to sink faster so we can put the board in the saloon, or we need a bigger boat!”

Needless to say, we sort out our problems: hove-to for several hours and get one of the bilge pumps operating; stuff Jim's old socks into the hause pipe with the anchor chain usually sealed with plasticene, the storm had washed it away. This had been responsible for most of the water coming aboard. The rest was forcing it's way though chainplates? stanchion joints? hull-deck joint? hatch gaskets? Fortunately, it wasn’t much, but we are firm believers that we belong on the inside of Beau Jeu and the salt water, ALL of it, every drop, belongs on the outside.

Rule of three did we say? It is obvious that given the current, waves and headwinds we are going to need a hefty assist from our trusty Ford tractor engine. So we turn it on, put it in gear, switch to a full tank and promptly stall! Never mind, we'll bleed the engine and switch to one of the other tanks. The engine won’t bleed. No tank is operative. We discover that the ugly black diesel (crude) which we had obtained in Cochin, India and painstakingly (Baha) filtered before putting in our tanks had not only managed to clog our two micron filters with sludge, but to thoroughly block our copper fuel lines from the tanks (stirred up by the heavy seas and furious bouncing around). We hove—to again, this time twice over a two-day period, while Consummate Engineer Ralph (Arjumond) talks us through procedures to solve the problem over HF radio. Jim’s contribution, now that he is in diving mode, is to use air under pressure from his scuba tanks to blow backwards though the fuel lines into the tanks while Ralph, on the radio, is saying “Jim! that’s very risky those tanks won’t take more than 5 or so psi and you could burst them! I'd rather you didn't try that, but Go VERY carefully.” Jim was CAREFUL, and was rewarded by a mouthful of diesel when he sucked on the line to reestablish suction. Never did a mouthful of fuel taste so good! A free flow of fuel was reestablished, all the connections are made and sealed no easy task as fuel was gushing from one of them. Ralph’s calm advice sees us though and an hour later we hear the satisfying thrum of the engine (which, of course, also powers our batteries, which in turn, power our nav systems, and most importantly our autopilot, supply our refrigeration and is, in general, responsible for our creature comforts (a week or more of 24-hour-a-day hand-steering is far beyond our capacities.)

In addition, the three heavings-to (heaving-tos?) had cost us about 150 nm of westing (we had been as close as 36 miles from Addu before the rule of three was invoked). Jim was only able to accomplish his daily Mr. Fixit miracles because of Pat’s consummate seamanship and surefootedness on deck while Jim laboured below-quite a team!

We remind ourselves that we do this for fun and anyway, by now, it is virtually impossible to lay Addu Atoll. Ralph and Connie had arrived in Gan having fought bravely, hand-steering and tacking every twenty minutes for twelve hours to make the last twenty-two miles - Chapeau! (When they anchored on arrival, they discovered the force of the sea had been strong enough to make its way through the windlass oil seals and replace all their windlass oil with saltwater!) We radio our friends and ask them to pick us up some cooking gas and bring it with them to Chagos and we set course for the next 300 plus miles to Salomon Lagoon, Chagos Archipelago, British Indian Ocean Territory. (Incidentally, for those interested, the Brits are no longer providing mail service as in the past and guess where all our mail is!) On the HF radio, friends already in Chagos are urging us on.

The next day finds us only twenty miles closer to Chagos (though we had sailed 140 nm over water during the past 24 hrs). The current is still between 3 and 5 knots, setting us east, and the wind has backed to the southwest. (Naturally, Chagos is southwest of us!). Though we expect conditions will change in a day or two (they didn’t), we remind each other, yet again, that we are doing this for fun. Over a late afternoon discussion in the cockpit, Pat listing all the pros and cons, we decide to ease sheets, give in to the Great Ocean, appease Poseidon and Neptune, toss a nod to El Nino and head east. And anyway, Ralph informs us there is no cooking gas on Gan (nor veggies, nor eggs, nor much else) as the supply ship could not arrive due to—guess what—weather! After those five days of nonsense since leaving Ari Atoll, as we make the turn downwind, a great peace reigns, the motion smooths, water stops coming aboard in the wrong places and we enjoy an excellent nine and a half day passage to Phuket, Thailand one of our fastest passages ever, all under sail.

So there you have it. Our e-mail address is <beaujeu@tm.net.my> but please copy <sybeaujeu@hotmail.com> as this server is Malayasian and sometimes it doesn't work. I promise not to fill your mailbox like this again! Have a good summer. We hope to hear from you again. Pat Michel and Jim Domville

PS if you're interested we can tell you about the mods and on going- refit we have done in South East Asia incl retrofitting lines back to the cockpit, Battslides, teakwork, Rollerfurling on the staysail/storm jib, etc etc etc.”


Looking forward to the next issue
We have some great material already for the next newsletter which I hope to share around the year end.
I have received a firsthand account from Peter & Maggie Mais while aboard the Whitby 42 ‘Scotia Pearl’ with their young family. They relate a frightening experience of a boarding, theft and a shooting in Venuzuela. If anyone is heading there and would like to read this article earlier than when I publish my New Year’s Newsletter, I will gladly share it. The author’s first hand information could save someone from experiencing unwanted grief.
If there are other stories out there that would appeal to all cruisers, either joyous or preventative in nature, please share them with me. I’ll include them as part of future newsletters if they provide fresh and new information.



May fair winds and clean diesel fuel be yours, Douglas




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