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VAGBVAGB

Letter from the Secretary. . . . .BirdLetter from the Secretary. . . . .Bird

Greeting! Vega Friends

This is the last Newsletter of 1996 before it bows out with Auld Lang Syne, but before you send itheading for the waste bin, please make a note of two things. Dates for your Diary and that I am goingto Oz on the 16th December to stay with those Kookaburras that arrived at my house last year andstayed the whole summer... well it's in reverse and I will be away until 20th March 1997.If you need anything by the way of spares, Combis, Control Tubes, seals, subscriptions, Brokerage,Vega Insurance.... contact my right hand man, our Treasurer Steve Birch. If you need info from thearchives, keep it until I return.

The Annual Laying-Up Supper was attended by 17 members representing 10 boats. This was anexcellent turnout considering that VAGB has only 72 boats and they are spread all around the shoresof Great Britain & Northern Ireland. The Heathside Hotel produced another good meal and we hadsome good prizes for "Her Outdoors". The star prize, a fire-blanket, was NOT won for the thirdyear running by Steve Birch. If he had carried it away with his Boathook of last year and the showerof the year before, I think there would have been a mutiny! It was great to see our old friends, John& Julia Neesam (Dizzy Daisy), Graham & Sue Bullied (Scandi), Ken & Anne Wakeling, Peter

Newsletter 14 December 1996 Editor: Diana Webb

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Parsons & June Hammond (Greylag of Upnor), Nick Simms & Marjorie Aspinall (Constellation),Brian & Margaret Herring (Krista, Chairman), Steve & Eve Birch (Toria II), Eric Shaw (Susanna),Mike Feeney and myself Diana Webb (Bugle, Secretary). I was particularly pleased to note that allthe residents of "Hotel Susanna", who had been to this years IFR at Travemunde were inattendance. We hung the VODA flag on the wall as a backdrop, so that everyone could see that wehad really brought it home to Britain again.

Next year VAGB will be celebrating it's 25th Anniversary. It was founded by Lt. Col. Lyle andothers in 1972. Lt. Col. Lyle and Ken Wakeling are still members, although neither have a boat.Ken is also our representative to VODA and has attended every IFR. Also celebrating their 25thAnniversary is the Kring van Vega Zeilers, which is the Dutch club. They are planning to celebratetheir quarter of a century by sailing, en masse, to the Solent at the end of June to join us for acelebratory dinner. The Dutch then plan to sail on either to the Channel Islands or the South WestCoast. This will be finalised later. Any British Vega who would like to join in is welcome. Perhapsthe malevolent weather that stopped our own Channel Islands Cruise this summer will be a bitkinder for this dual event. I am warning you well in advance so that you can book your Hols if youwant to join the fleet.

VAGB has a new trophy. It will be called The Bristol Channel Shield and is extremely fine. TheBristol Channel Marine Insurance who do a special Insurance for Vegas belonging to the VAGBhave donated the shield to us as a birthday present. We have decided that it should be able to bewon by any member of the association, male or female, so it will be awarded to the author of anycontribution to the Newsletter that is considered to be worthy of it. It will cover all types of letters,Technical, Narrative, Poetry..in fact anything whatsoever. Entries for the Best Log are not eligible aswe have the Ken Vasey Trophy for that, Willie Wickens is the current holder (Since 1865!!). Thewinner for 1996 will be announced at the AGM in 1997 and his/her name will be engraved on theshield.

We will be holding our annual "Happy Hour" at the London Boat Show again. Unfortunately I willnot be there but Steve will. You can still have a drink and a chat with the other Vega owners andrest your feet at the same time!

As this year is drawing to a close and the festive season is about to start, may I wish you all a veryHappy Christmas and Good Tidings for 1997. Lets make it a great year.

P.S. Let’s have some articles from you for the Newsletter... Technical, Narrative,anything.

Remember there is an Award for the best article each year !!

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WELCOME NEW MEMBERSWELCOME NEW MEMBERS Nick Trollope Dave Earl

V.1399 Chelabelle V.3444 Vegalia HP Southsea Marina HP Haslar Marina

Solent Solent

Mike Johnstone Michael Hatchwell V.1780 Swedish Miss V.1372 Katy

HP Chichester HP Brighton Solent South Coast

Gert & Gre Wonder Arne & Dorothea HeinichV.2508 Skynda V.0659 Soria Moria

HP Naarden HP Schlei Marina Netherlands Lindanhof

DATES FOR YOUR DIARY

Thursday 9th January 5pm-6pm Happy Hour at the London Boat Show. To be held in the Dining Room part of theRYA Lounge. As you go in, turn to your left and go through the double doors into the DiningRoom. VAGB will have two tables at the back of the room and Steve Birch will be there towelcome you with a drink. All members of VAGB are welcome as are family & friends.

Saturday 12th April 11.30 AGM followed by the Annual Fitting-out Lunch at 13.30. It will be held in the Libraryat The Heathside Hotel, Burgh Heath. After the AGM members will meet in The Derby Bar for anaperitif before lunch.

June/July (Dates to be confirmed) Kring van Vega Zeilors coming to the Solent. Will meet with the VAGB to celebrate the dual 25thAnniversary of both Vega Clubs.

Saturday 8th November 25th Anniversary Laying-Up Supper 7.30pm Heathside Hotel, Burgh Heath.

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JENAVIVE'S CRUISE TO BURNHAM

The intention had been to join the Club's cruise from Walton to the Thames, I'd booked myholidays, prepared the boat but in the final analysis couldn't get the crew. Adrian agreed to join mebut unfortunately couldn't get the whole week off so we finally arrived at the boat on Wednesday21st June 1995. We spent the remainder of Wednesday lazing around and in the evening took ashort sail and returned to the mooring. On Thursday the 22nd we left the mooring about 0800 andmotored into Titchmarsh Marina to take on fuel. We determined to take a run down to Burnhamand left the fuel jetty at 0945 and motored out to the No 2 Buoy where we hoisted sail in a coolForce 3 breeze from the North East. We ran down the coast in reasonable visibility, down theWallet between the mainland and the Gunfleet Sand, cut through the Spitway and by 1840 weresnugly moored in the Burnham Yacht Harbour. We did the usual things of wandering through thetown in an aimless manner like visitors from outer-space, rang home and drifted from pub to pub inthe evening. The following morning, Friday 23rd June, we left at 0900 to return to Walton and thebackwaters. We had the tide with us but a force 4 North-easterly against us. I originally thought ofreturning the way we had come, through the Spitway, then along the Wallet and up the coast.Maybe even getting a bit of shelter from the land early in the trip. In the event, by way of a change,I decided to beat up the East Sam, between the Gunfleet and the Sunk Sand. Visibility wasn't badand we did quite well, beating back and forth between the various markers on either side of thechannel. Although must admit 'Jenavive' isn't the highest pointing boat around, we were enjoying thetrip and weren't aiming to establish any records. After several long boards, north on one tack andEast on the next, the wind seemed to be strengthening and by 1340 I recorded a Force 5/6 NorthEasterly. Towards three o'clock the tide began to slacken and the wind seemed to be strengtheningstill further and we still had 10 miles or so to go, the prospect of wind and tide against us began toworry me. The sensible thing would have been to turn on the engine and head for home as soon aspossible, and if I'd done that, this story wouldn't be worth the telling.

As it was, I checked the chart and my position by GPS (Global Positioning Satellite). It wasapproaching dead low water, there appeared to be over 1.0 metres on the end of the Gunfleet anda further 1.0 metres above chart datum, enough, I thought, to give me clearance over the tail of thebank and save me an hours or so sailing, after all a Vega only draws 1.1 metres. Despite the wavesbreaking on the bank and looking fairly hostile I'd convinced myself that I'd be OK, so it wassomething of a shock when we touched bottom. Immediately the way came off the boat and thewaves and wind on our starboard beam drove us more firmly onto the bank. I got the time asaround 1600 in my log but I wasn't paying too much attention to the record keeping at the time!!

It's not the first time I've been aground as my family and crews can testify. I swung into the usual drilldown sails, on engine, full astern, the boat was lifting and smashing down onto the hard sand, it feltmore like rock, but I couldn't get her off. Stopped engine, Out anchor, which immediately took astrong grip, I let out about 6 fathoms of chain and made fast, another mistake. I didn't want to let toomuch line out as we would go further onto the bank. The first seven fathoms of my anchor line waschain and it was bar tight and snatching with some ferocity, the Foredeck cleat broke and the bowroller came adrift, I let out more scope till the nylon anchor rope at the end of the line eased the

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snatching. I had to make the end fast round the mast. I paused to take stock, the wind was holdingus onto the bank and waves were breaking against the starboard side and covering us with heavyspray and the occasional wave top, I was soaking wet and I hadn't any heavy weather gear on. Theboat continued to lift up and smash down onto the sand, at one point I was standing on the enginecover and as the boat hit the sand the sides of the engine cover were moving in and out by 2centimetres each side.I didn't know how much more the boat could take, if she held together, wouldthe anchor hold, would the anchor line break. Another hour of the rising tide, we should be afloatagain but would the boat stay in one piece that long. What about the crew? I was OK but wet,Adrian seemed OK huddled in the corner of the cockpit but for how long. I decided we had to callfor help.

I put out a Mayday call at 1620, I think, which was picked up by Walton Coastguard, I got theposition wrong at first attempt but soon put that right. Luckily the Walton Lifeboat was already onexercise and was soon on its way. We could occasionally see another yacht of a traditional type,standing by beyond the surf, I noted her name as 'Norden' but I may have misheard her message.The helicopter got to us first and gave us great reassurance as it hovered overhead although thenoise was deafening. Around this time I had been advised by the Coastguard to blow up theinflatable. A 9ft inflatable on a 27 ft boat is always cumbersome to blow up, when the boat is beinglifted up and slammed down with a jarring crash every few seconds, coupled with cold water beingthrown over you in greater and smaller chunks, it was almost impossible. With the boat half inflatedacross the cabin roof a particularly heavy wave hit us and I had to hang on with both hands only tosee the inflator pump wash over the side never to be seen again. For the rest of the time until we gotalongside at Halls yard we were hampered by the half inflated dinghy across the cabin top. It wasabout now I thought I should change into drier clothes, not an easy task in these conditions, butessential if I was to be any use later.

The lifeboat soon turned up and made the first of several attempts to get a line aboard. At the time Icouldn't understand their difficulty, later I was told that they drew more water than us and wereactually powering their way in, bumping in across the sands and relying on their power to get themoff. One time they got a line aboard but we couldn't get it made fast in time. On the fourth or fifthattempt they got a line aboard us and I made it fast around the mast. The lifeboat backed off pullingus off the bank, I could not recover my anchor so cut it free. No I hadn't thought of buoying it forlater pick up and I don't care what the textbooks say..

A quick check around the boat showed no obvious leaks. The lifeboat and crew took us aboardand put a two man team on 'Jenavive'. Immediately we were off the bank the sea appeared almostbenign and the wind suddenly appeared to have dropped. The lifeboat then proceeded to tow myboat into the Walton backwaters at speeds up to 9 knots. Quite the most terrifying part of the rescuewas to Sit in the comfort of the lifeboat, sipping a hot drink and watching my boat surfing alongbehind us. After all she'd been put through I wish they' had been more gentle with her. Still she tookit all. During the tow back I learnt that the Gunfleet had been growing northward in recent years. Alater check on my chart showed it was a 5 year old chart, so the warning about the banks beingliable to change wasn't just there for decoration. In the backwaters the lifeboat transferred us to a

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tow from Halls Boatyard, we thanked the lifeboat crew from the bottom of our heart for the rapidand professional way in which they rescued us and took our leave.

Halls put us alongside the quay and after making fast, at 2000, we did some rapid clearing up andwe turned in. Next day we inspected the hull when the tide dropped, the keel, apart from beingsandblasted clean for the first foot showed no obvious damage. All the cleats on the Vega are thesame size so we soon swapped one of the after cleats for the bow cleat. We took the other onehome to fix at leisure.

After a speedy settlement of our claim by St Margerets Insurance, a new bow roller was fitted anda new anchor and chain were purchased. We were almost as good as new. Only the skipperappears to have suffered Iongterm effects, I feel quite guilty at putting my crew and my boat at riskto save putting on the engine. As a local RNLI committee member and fund-raiser I feel my badjudgement put the lifeboat to totally unnecessary trouble. The lifeboat crew pointed out that I am notthe first nor shall I be the last to go ashore on the Gunfleet. I certainly intend that it is the last timethat I go ashore on that unforgiving piece of sand.

Mike Freeman 31 March 1996Jenavive V.1768

Letter to the Editor

Dear Diana

My profuse apologies for just having found last years Newsletters under a pile of correspondence,whilst looking for something else !

To ease my conscience I'll make an extra donation to the RNLI. The family boat 'Zubenubi' hasbeen taken over by my daughter's family and I don't sail aboard very often theses days, but theywent to N.Ireland and the West coast of Scotland on the '95 cruise. I was crewing on another yachtbut we didn't meet up. The previous January I had a holiday in the Caribbean on board a brigantine,'The Eye of the Wind', and was delighted to see a Vega off Grenada. She was Swedish and her sailnumber was V674 but I couldn't see a name and the young man aboard just sailed by.

Once again my apologies and I trust I am still a member...Good Sailing

Peter Evans ('Zubenubi' V.1051)

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The "Kraaklisa," a modified Vega by Sven Fors

In autumn '86 I sold my first sailboat which I had owned for three years and in which I had my firstexperiences in sailing. If the family hadn't grown I'd possibly still be sailing that boat. In January mywife and I started looking for a Vega and in March we found her in an AD in the newspaper DN,Vega 2078 ,built 73, diesel engine and lying in Gryt Harbour. After some negotiating the price was68.500 SEK. A good boat as far as we could see - no noticeable lacks or failures. However, a littleworn out mattresses of the yellow-checkered type, original Neal Pride sails. The only modificationsdone was a home made fresh water cooling and a holding tank. Both have caused me a great dealof trouble, but are taken care of now.

On the 1st of May I and a friend sailed the "Saida" to our home Harbour. The winter of’87 hadbeen rather hard. We sailed on the wind through drifting ice floes. The solid ice was in the area ofDalaro. We chose the Sodertalje route towards Stockholm. Our home Harbour is Lilla Essingen(EBK). A freezing stop overnight in Sodertalje. In the beginning the diesel fired Eberspacher heaterprovided a good heating, but with an awful noise. A constant clattering from the thermostat whichalso emptied the batteries very quickly. By midnight both batteries were completely empty. The nextmorning I had to start the engine by hand. That morning, feeling like an ice tap, I realized that aclattering, puffing and blowing Eberspacher is the worst possible heater you can have in a sailboat.It was very soon replaced by a GH-bolier - a replacement which I've never regretted. The heatingcosts are a little higher, but in return you'll get a steady and comfortable warmth, all due to the hotwater heating. You can even dry your clothes on it, it runs silently and is idiot proof and that is amust when you have children in the boat. This was the first modification.

Then we changed the boat name. Now she was called the "Kraaklisa". A rather awkward namemany people say. The name comes from an extremely ugly old wife who lived in my childhoodvillage. Dressed in black, bristly hair and an unbelievable ugly mouth. Her appearance resembledthe witch in "Snowwhite". All the kids in my village feared the old wife. As I've never regarded theVega as a beautiful boat, the name had to be "Kraaklisa".

Our daughter was born in April and was hardly a month old when she had her first trip on the Vega.This meant that the cruises became more and more single handed accompanied by the cries fromthe baby. My wife was busy taking care of the baby. Halyards led to the cockpit became anecessity. I found the solution in Vega-Tips number 93.1 followed the instructions carefully and ithas worked well so far. The bolts and washers which could been seen on the cabin roof werecovered by means of boxes made of mahogany. They are only a couple of centimetres thick andmake the roof look prettier. Furthermore they protect against head injuries. All the winches andhalyard stoppers on the roof make it difficult to make a nice looking arrangement. I chose to buildthe frame of teak and the ribs of iroko wood. Iroko has almost the same qualities as teak, but thecombination makes it look better than just one sort of wood. Having all the halyards led to thecockpit is a tremendous advantage. The sailing becomes simpler and steadier. Pockets made ofcanvas with push buttons on the bulkhead store all the halyards and reefing lines. I've neverunderstood the idea of a roller reefing gear. It takes two for the job - one who takes care of the end

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of the boom and the boom lift and one at the mast taking care of the halyard and the reefing handle.If the weather is tough this might turn into an adventurous experience. Furthermore the sail becomeshollow and the hollowness moves towards the aft as the end of the boom sinks into the cockpit. Theolder the sails the worse the hollowness and the reefing is in vain. The solution is the slap-reefinggear. With old sails you'll have to visit your local chandlery an buy plastic sail travellers. Thesailmaker will only ask a limited amount of money for making reefing cringles and reinforcements.Now it only takes me a minute to put in a reef and the sail is efficient - this was modification number2.

Most useful is modification number 3 - After having modified to a slab reefing it was no use havingthe main sheet traveller behind my back. It is a completely wrong place. I moved it to the bridgedeck which gave me a lot of advantages: it is safer to sail the boat with the main sheet in front of you.You can do a lot more work, the helm is never in your way and furthermore: suddenly you have acockpit which you can use 100 per cent. If you have a S-shaped helm, like the one I have, thepleasure will be even greater. You will get a place behind the boom which you never could usebefore. A controlled gybe becomes a simple matter. One hand on the sheet and then tag with yournose in the right direction. In heavy conditions on the wind it takes a little more power to closehaulthe sheet but this will be compensated by having your eyes in the right direction. How can it besolved? Older Vegas have a brass traveller with a track. Throw it into the dustbin! Buy one yard ofa modern profile and a suitable traveller. Place the track on the bridge deck. Secure it with thickbolts, large washers and a bit of oak or teak as reinforcement. Fasten an eye on the boom approx.one metre from its end by means of screws or rivets. Now the main sheet is easily mounted to thetraveller and easily removed thus leaving a lot of free space when you are in the Harbour where I"nark" the main sheet to the aft stay and it serves as a "back support" for my boom tent. I don'tknow whether this modification is according to the class rules, but maybe Lars Lemby has acomment on it.

Another practical modification was the drawers which replaced the wardrobe next to the toiletcompartment. Thanks to the depth of the drawers all my daughter's belongings can now be easilystowed away and found again. Then the toilet compartment was freshened up. Seat and cover weremade of mahogany and rosewood. A pump was installed in order to be able to pump water into theholding tank thus making it easy to clean it and prevent blockages. In the saloon I modified the backcushions. Some pieces of wood on the over and underside were placed to support the new plateswhich were hinged and fixed by barrel bolts. They are now easier to handle.

A room for charts in bottom of the berth according to technical Tips number 46 is very practical andeasily built.

Another thing that annoyed me was the three-part cabin hatch. What a puzzle when they were to beplaced. Furthermore mine were worn out and ugly. New hatches was a necessity. I chose to makethe new ones in two parts instead. A plywood plate as basis then covered with teak strips andcaulked with Sikaflex. I did the same with the cockpit seats but used iroko instead of teak. I made"boxes" in the port berth to stow the hatches when at sea. As I would like to avoid putting up the

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hatches every time I made a companion way cover of teak battens and a piece of canvas. Thebottom batten must be heavy - a 20 x 5 mm piece of brass will do. With some binding ribbons sewnin it is easily placed and removed. A quick solution to avoid rain in the saloon. (Comment: Whywaste the effort? Vega Marin has a ready made one, part number 8600).

The last modification was a rearrangement of the propane gas bottles in order to meet the newregulations. The Vega has no proper place for the propane bottles and wherever it is placed therewill be no possibility for draining leaking gas. Therefore I chose to use the place beside the aftcockpit seat and made boxes as shown in the illustration. I led the drainage to the cockpit drainwhich was cut into two halves and I inserted in a copper tube with a reduction for the drainage hosefrom the box.

(Comment: I have chosen to make this part of the article very brief as the illustrationsspeak for themselves and gas installation are subject to national regulations until we getEEC-standards).

Halyards to the cockpit

Cabin Hatches withWindow

DrawersBerth-backs with hinges

Canvas Pockets and Main-sheet Traveller

PTO for more photos !!!

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NOTICE OF THE ANNUAL GENERAL MEETING

The 26th AGM will be held at 11.30am, Saturday 12th April 1997 in the Library of TheHeathside Hotel, A217 Brighton Road, Burgh Heath, Tadworth, Surrey.

Agenda

1. Minutes of the 25th AGM 2. The Chairman's Report3. The Secretary's Report 4. The Treasurer's Report5. Election of Officers & Committee 6. 1997/1998 Subscription7. Ken Vasey Trophy Award 8. 1997 Social/Sailing Programme9. 1998 IFR in Britain 10. Any other Business

The AGM will be followed by the Annual Fitting-out Luncheon which will commence withan aperitif in the Derby Bar directly after the meeting has finished.

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L e t t e r f r o m A m e r i c aL e t t e r f r o m A m e r i c a

More news from Tony Skidmore and his Vega "Lorna Doone" in the middle of acircumnavigation.The retirement cruise on "Lorna Doone (V1517)" continues to bring me 'South of West' and I amcurrently in North Island, New Zealand for the cyclone season. My last letter was from Tongawhere I spent an unforgettable three months in the anchorage's of the Vava'u & Northern Ha'apaigroups. So many experiences, so many strange & interesting sights that it is difficult to know how tobegin describing it. The climate is almost perfect in the winter months, the water is crystal clear andthe swimming & diving on the reefs must be experienced to be believed. The 'Friendly Islands' asthey are known seems to be the best description, certainly a yachtsman's paradise. Many of theboats that I met in the various anchorage's were on their second season in the islands...one boat wason it's thirteenth !The generally accepted date to leave the tropics is late October or early November which marks thetheoretical start of the cyclone season in the SW Pacific. I cleared for the Bay of Islands at customsin Nephew, Vava'u (total charges for the three months was $30.00 Pa'anga = $25.00 U.S.) and lefton the 26th October with memories to last a lifetime.The first week of the trip south to New Zealandwas in perfect conditions, close reaching with never less than 200 miles (noon to noon) & a bestday's run of 115 miles. We hurried past the island of Koa, a perfect cone, 3,380 feet high & on thepast the location where Fletcher Christain seized the 'Bounty' and cast Bligh & his loyal crewmembers adrift in the open launch. One day, towards the end of the first week, a big container shipclimbed up over the horizon astern of us, steering a parallel course. As is usual I called them on VHFCh.16 to make sure they had seen us & to pass the time of day. The officer on watch, on finding outthat we were from Victoria, British Colombia, volunteered the information that they had a ladypassenger on board from Victoria and would I like to talk to her? After five minutes or so the ladypassenger was found and brought up to the wheelhouse for a chat. To make the coincidence evengreater was they had passed another Canadian yacht also fro Victoria, BC only an hour before!! Asthey overtook us the lady took photographs and a video of 'Lorna Doone' sailing along, all of whichshe has kindly offered to forward to my address. This excitement over, we continued South andWest across the International dateline where we jumped a day - into colder latitudes. A strangeexperience to be wearing long trousers and a sweater after five months in the tropics. About 300miles from our destination the barometer fell and we had a minor blow from the North East. I laya-hull for thirty hours while this passed through and then had light headwinds for the remainingdistance. The charts indicate a half-knot current setting to the South for the approach to NorthIsland, but, possibly due to the heavy rains and the spring run-off we experienced up to two knotswhich is frustrating when you are close-hauled in light weather conditions. We persevered however& finally rounded Cape Brett (a perfect island with a big hole through the middle of it) into thebeautiful Bay of Islands. Halfway up the bay a customs launch saw our Canadian flag and came overto say 'Welcome to New Zealand'. At their suggestion I called Harbour Control on Opua and gavethem an ETA for clearing. So many yachts spend the cyclone season in New Zealand that theentering & clearing is a routine, well organised procedure. Immigration gives you an automatic threemonth visa, which can be renewed for an additional three months at the end of the term. Agriculturechecks what stores you are bringing into the country (no fruit or vegetables) and Harbour Control

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explains where you can anchor and where the showers, Laundromat, fresh water, garbage disposaletc. is located. Total dues for six months in New Zealand waters is $60.00 NZ ($38.00 US).Having cleared, I motored down the river and anchored. A nearby boat flying a Canadian flagturned out to be another singlehander from Victoria BC our company's accountant who has beenretired for 2.5 years and enjoying his retirement cruise as much as I am enjoying mine. What little Ihave seen of New Zealand so far seems delightful. Green rolling hills, narrow winding roads, smallwooden house with corrugated iron roofs and friendly welcoming people. 'Good on ya' they sayand 'Righty Ho'. I overheard a mother admonishing her daughter who had been careless eating anice-cream 'you've got it all over your frock!'.

Other Vega owners might be interested in a couple of aspects of offshore cruising anchors,anchoring procedures in coral and navigation in the computer age.With the extended cruise in mind I modified the stemhead roller arrangement by replacing theexisting fitting with a larger, more substantial one, fabricated out of 3/18 stainless steel. The newfitting is secured with five 1/4" diameter stainless bolts and incorporates substantial cheekplates, a2" diameter nylon roller and a 5/16 drop nose pin that renders the chain captive between thecheekplates. The other addition was a watertight bronze cover for the access through the deck tothe forepeak chain locker.

For ground tackle I carry the following:-

7.5kg Bruce Anchor/200ft 1/4" BBB chain7.5kg Bruce Anchor/250 ft 7/16" nylon braid with 20 ft 5/16" BBB chain7.5kg Bruce Anchor/250 ft 7/16 nylon 3 strand with 20 ft 5/16" BBB chain

On such a small, light boat the weight of all chain is a problem, however when anchoring in coralthere is really no alternative. The three months that I spent in the Vava'u and Ha'Apai groupanchorage's (all coral of course) were a real learning experience! The water is perfectly clear andthe technique is to select a patch of sand in between the coral heads ('Bomies' as they are known)in which to let go. All is well until the wind goes round and you start to swing. Two or three days inan anchorage and inevitably the chain is wrapped round and round the coral heads. An Aussieyachtsman who I discussed this with described it as being 'The one cigar butt on the wedding cakeof paradise'. Prior to leaving, your best bet is to swim over the chain with a face mask andmemorise the direction of the wraps. When anchored in dead coral the wraps can cause the coralheads to shear off from the sea bed. 'Lorna Doone' cunningly tied a modified clove hitch around adead coral head in Lotuma. It sheared off and I had to sweat it all the way up to the surface, get aline on the chain and pick away at the clove hitch with the boat hook! An anchor winch would beso nice but not practical on 'Lorna Doone' where the dinghy stores forward of the mast. We had a'Tsunami' warning once and I moved out and anchored in 90 ft of water. I certainly could have donewith an anchor winch when it came time to retrieve that lot !Where I am anchored in the river here at Opua there is a flood/ebb that runs at about two knots. Acouple of times the wind has blown around 20 knots and with the wind against tide the Vega laysbeam on and requires a 'V' shaped stern fender because of the chain tending to lead slightly aft. I

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have improvised a fender from a kedge warp, coiled and bound around to leave an eye at each end.I centre this on the stern about a foot above the waterline and secure it to the bow pulpit with a lineport and starboard. One amusing incident before I leave anchoring. When I moved further up theriver to where I am currently anchored I took a careful transit of a tree and a prominent black rockin a field to make sure we were not dragging. By the time I had coiled a few lines and squared thingsaway, a matter of a couple of minutes, I was horrified to see that we had dragged about 50 feet. Isuddenly realised that my 'prominent black rock' was actually a black sheep - the only black one ina flock of white sheep grazing quietly in the field !It is nearly 25 years since I last went ocean cruising and of all the many changes and advances, thebiggest has to be in the area of navigation. Twenty five years ago there was no Sat Nav or GPS, noNavigation Calculators, no Quartz Crystal time pieces. How different it is today ! 'Lorna Doone'carries the following navigation equipment:-

Plastimo Bulkhead Compass Merlin Navigation CalculatorSestrel Hand Compass Garmin GPS (Hand-Held)Bushnell Bino/Compass 2 x Seiko Quartz Watches2 x Zeiss Sextant 2 x Short wave Radios

Because of tradition, a joy in itself and very much a part of any seafaring and as a mental exercise, Icontinue to navigate with the sextant. Not much of a 'mental exercise' though because the reducingis done on the Merlin Calculator; producing both Long & Lat. In the event that the calculator shouldfail I have Reduction Tables, Almanac and Baker Line plotting sheets on board, all unused so far.The GPS is a true miracle to anyone who has been to sea without one. In cloudy overcastconditions, or when passing close to offshore dangers at night, it is a true godsend. Just a press ofthe button and you have Lat & Long right now ! What a comfort. How did we ever manage withoutit? I try to imagine the early explorers, Cook and Vancouver - not only having a problem withaccurate time, but NO charts either ! It is one thing to roar along through the dark night when youhave an accurate chart and know exactly where you are.......The standard Vega chart table at the starboard side of the companionway is long gone from 'LornaDoone' (different sink and counter top arrangement). To achieve a larger working surface for use asa chart table I had the port and starboard berth cushions cut into halve amidships. Whichever bunkis on the weatherside becomes the acting chart table. A three foot section of cushion is lifted off andstowed on the opposite bunk. This leaves a 3' x 2' area of plywood exposed as a chart table.Kneeling on the cabin side with knees braced against the bunk faces, you have both hands free. Afinal word about charts - expensive and you need many ! I bought photocopied charts (full sized andcurrently dated) from Bellingham Chart Printers. The saving was considerable. The charts haveworked out very well. The only problem with them is that when they are stowed in plastic chartenvelopes there is a tendency for the black photocopy print to partially transfer to the inside of theplastic cover, though the chart remains perfectly legible. Cruising guides to the various areas areexpensive but to my mind are money well spent.

Kind Regards Tony Skidmore

Page 14 Newsletter 14

VEGA TIPSby Willie Wickens

Bilge Fuel Tank Cleaning I have found it easy enough to clean the fuel tank without removing it from the bilges but the curse hasalways been trying to get all the little stainless screws back into the split collar around the tankconnection. Inevitably I was left with 4 or 5 which defied the most patient of efforts to get backin.However a very simple trick has since made this task "wee buns". All you do is grind some (or all)of the screw ends into a point making sure that the nut is threaded on beforehand, so that any roughthread can be cleaned by the nut. This small modification enables the screws to easily self-locate onthe threaded collar beneath without any fuss or bother.

Cutlery Storage Most spaces on the Vega are already used for some other purpose but there is a small area above theport side locker where such a facility can be located. The enclosed sketch gives an idea of how toproceed, but as with most things, it is approximate and you may need to modify it slightly to fit yourown boat. One important thing to remember is that the top run of the food locker sliding door trackmust be left intact to enable the right hand door to slide across. The finished drawer is quite adequate,is in a handy location and provides a safe storage for cutlery, tin openers etc.

Learning by experience A few years ago I had a problem with diesel tending to drain back down the fuel system and into thefuel tank located in the bilges. The problem turned out to be a loose fuel pipe connection at the highpressure pump. The matter was sorted out when all connections were remade using a drop of LoctiteStud-Lock on the threads before re-assembly. To be on the safe side I also fitted a small non-returnvalve on the supply pipe from the tank to the separator. However, two years ago, whilst cruising on theClyde, I was obliged to ask for a tow into Girvan due to very low engine power. On investigation Ifound that any little bit of debris sucked up from the tank was trapping itself in the non-return valve andthereby starving the engine of fuel. Since then I have re-located the check valve on the line betweenthe separator and the lift pump. This arrangement has proved a lot better as any debris gathers in thewater separator rather than the small check valve.

Page 15 Newsletter 14

Old “PARTNER” Hoists all Sails

The crew from Travemunde have agreed to a crossing to England in 1998. In the light of theSkipper's old joints, PARTNER envisages a slow pleasure trip for pupils, retirees and other goodpeople who will be able to take at least three consecutive weeks holiday.

1. Outward Passage: 4-5 people including two experienced skippers. Duration at least threeweeks.

The passage will start on the first day of the school holidays from Aabenraa. The crossing will takeplace at the narrowest point between Europe and England (Ed. I thought we were Europe !). Oncein England, PARTNER will be docked whilst the crew can enjoy the sights of London for a weekbefore catching a plane back to Copenhagen.

2. IFR Trip: 4 people including the ship's owners. Duration at least three weeks.

At this point, PARTNER will continue her journey to the IFR Harbour manned by the people whohave reached England by plane from Copenhagen. Apart from the IFR an additional two weeks (ormore) are scheduled for a 'do-it-yourself' trip in England by boat, bus or train (Overnight stays atHostels etc. will be arranged). People will return via plane.

3. Home-Bound Passage: 4-5 people including two experienced skippers. Duration at least threeweeks.

The trip home from the coast of England will, once again, take place on the narrowest passagebetween England and Europe. The crew will have arrived by plane from Copenhagen. At least onemember of this crew will also have been along on the outward passage, lending his or her expertiseto the trip home.

As co-ordinator of the 1998 PARTNER crossing to England, I would welcome Internationalrepresentatives among the crew. I am going to undertake a diligent search for one of the HappyDutchmen I met in Travemunde, and attempt to convince him/her to come to Copenhagen and beamong the outward-bound crew. Or perhaps I might convince one of the Germans who have triedsailing to the Dutch IFR ?

The dear people, Diana, Julia and John, just to mention a few, have already agreed to lend their helpin England regarding bus and train schedules, affordable Youth Hostel accommodation andinformation about summer festivals.... and should we need an additional hand on board, John maybe able to find one.

Page 16 Newsletter 14

On the way back, I will be happy to include among the crew one or two Englishmen, a German ora Swede, a Norwegian or a Dutchman ! Once in Copenhagen, I'll take them on a memorabletour of the city !!

All jokes aside....Please sign up for the adventure if:-

1. You possess basic, all weather navigational experience.2. You are able to take a holiday of at least three weeks duration.3. You agree to a set charge for food, dock charges, diesel etc.

I welcome all Vega sailors aboard the PARTNER (and possibly aboard other Vegas) asskipper/crew. Interested parties may write to:

KRONBORG & CORDUA, OSTERGARDEN 24/3 tv, 2635 ISHOJ, DENMARK

Albin Vega 27’

V-2186

PARTNER af Ishoj

Page 17 Newsletter 14

ALBIN VEGA SPARES & REPAIRS

Description Price Each

Control Tubes (Highly engineered, better than the original!!) £50.00316 Stainless with certificate (Plus £10.00 p&p)

Main COMBI Bearing (1 on COMBI) £10.00Oil Seal (1 on COMBI, 2 on gland) £2.00Oil Seal (1 on COMBI) £2.00Main Oil Seal (1 on COMBI/engine) £6.50'O' Ring (2 on COMBI) £0.50'O' Ring (1 on COMBI) £0.50White Metal Bearing (2 on gland) £4.00

Complete COMBI Service Kit (no Control Tube) £32.00COMBI Grease (Special approved type) £4.00

Fully reconditioned COMBI Gearbox (Diesel) £100.00(Plus old COMBI) Plus £10.00 p&p including Hammerite painted.

Oil Filters (Diesel - MD6A & MD7A) £9.00Fine Fuel Filter (Diesel - MD6A & MD7A) £10.00

Vega Pennant £10.00Vega Tie £7.50

N.B. All Volvo spares are now obtainable from R.K. Marine at a 10% discount for club members.This means you must of paid your subs for the current year !!(Tel. 01489 585585. Located at Burseledon, opposite Moodys, Southampton)

All prices are for club members only. A lot of time and effort has gone into obtaining the spares at areasonable price. The control tubes have taken over three months to manufacture so please supportOUR CLUB to give you a better service for Your Vega.......

Contact Steve Birch (Treasurer) for all spares - S R Birch (VAGB)8 Cockshot RoadGreat MalvernWorcs. Wr14 2TTTel. 01684 568676

All cheques made payable to V.A.G.B.

Page 18 Newsletter 14

ALBIN VEGA 27

The VEGA is a fast, roomy, easily handled four berth cruiser. An exceptionally light hull of verystrong construction with a relatively low wetted area and a feathering propeller, gives the well knownperformance of the type. A long keel with no propeller aperture and a low "air draft" ensuresexcellent stability and windward performance. Hull balance is near perfect on all points of sailing.The helm is light.

VEGAS are versatile - consistently successful in competition, and many long voyages to their credit.There are several recorded circumnavigation's, the last being "LORNA DOONE" single-handedand completed in 1996. There are also many Trans-Atlantic crossings and even a single-handeddouble crossing made by Miss Ann Miller in "RUPERT", a member of VAGB.

There is a very active Class Association (VAGB) which is affiliated to the Vega One DesignAssociation (VODA). There is an International Friendly Regatta (IFR) held every two years by oneof the European members of VODA. All clubs keep in contact with each other, thus providing awealth of information and help to the cruising Vega owner. Replacement parts are available in theU.K. from the VAGB whose service is fast, efficient and economical.

The Vega hull is constructed with two layers of woven rovings plus "blown in" chopped glass fibrewithout filler, giving a very dense laminate. Very few Vegas are known to have had osmosis.Ballastis fully encapsulated in the integral keel. The deck is laminated GRP sandwich with rigid PVC foamfilling, and is bolted to the hull on a gasketted flange.

The mast and boom are made by Proctor. All rigging and fittings are good quality stainless steel. Themain cabin has full headroom and contains two of the four full 6'6" berths. There is a quantity oflocker space, both in the galley and the forepeak and an enormous amount on either side in thecockpit lockers and lazerette locker aft. The forward cabin comprises of the other two full lengthberths, hanging lockers, stowage space and the heads. The W.C. is fully flushing and a pull-outhandbasin is stowed above it with a fresh water foot pump and a locker for toiletries.

The cockpit is self draining. The cockpit sole is secured by screws to a gasketted flange and isreadily removable for access to the sterngear and after end of the engine.

The engine is mounted under a bridge deck, very accessible from the cabin after easy removal of thecompanionway steps. It is quiet, slow running, vibration and odour free and is economical andextremely reliable power plant which requires minimal annual maintenance.

Page 19 Newsletter 14

SUBSCRIPTIONS ARE DUE 1ST JANUARY 1997

This means ALL of us except Life Members , members who pay by Standing Order and NewMembers who have joined after the End of September 1996 and whose names appear inNewsletter 13 or 14.Please help our Treasurer and myself by detaching this form and sending it together with yourcheque made payable to VAGB NOW...

The Annual Subscription is £12.00 per boat (not per person)

Name: ____________ Boat: ____________ Signed: _____________

I am encloseing my subscription for the year starting January 1st 1997

Send to: Steve Birch (Treasurer VAGB)8 Cockshot RoadMalvernWORCS WR14 2TT

HAPPY CHRISTMAS FROM VAGB

Treat yourself to some Nautical Books and save £10.00

This voucher is only valid until 31st January 1997

Page 20 Newsletter 14

VAGB Newsletter 14