The National Transportation Safety Board released its report on the infamous October 2012 loss of HMS Bounty yesterday, concluding "that the probable cause of the sinking of tall ship Bounty was the captain's reckless decision to sail the vessel into the well-forecasted path of Hurricane Sandy, which subjected the aging vessel and the inexperienced crew to conditions from which the vessel could not recover." No real surprise there. But on reading the report in full, I did find one bit I hadn't expected, which is that the five-member review board also determined that the captain, Robin Walbridge, was not actually under any pressure to make the ship's next appearance in Florida and that the ship could still have reached St. Petersburg on schedule if it had waited out the storm in Connecticut.
News & Views
Thank goodness I was off having my own misadventure when Stanley Paris announced in his blog that he was abandoning his solo circumnavigation attempt and pulling into Cape Town. Otherwise there's a good chance I might have stepped in it like my SAILfeed compatriot Andy Schell did when he read the news. It seems that what set Andy off was a single phrase in Paris's announcement: "that the design of the rigging attachments to the yacht were inadequate for ocean sailing." My reaction when I read that was pretty much WTF too.
Andy made some critical assumptions and statements based on that statement and promptly got slapped down by Patrick Shaughnessy at Farr Yacht Design, the firm that designed Paris's boat, Kiwi Spirit. The implication in Shaughnessy's response, as published by Andy, is that the phrase in question refers not to the original design of the "rigging attachments," but to the design of some jury rigs created by Paris.
Is there a cruising sailor anywhere who doesn't dream of having a tender that can double as daysailer? The only problem with this dream is you really need to have a hard dinghy to make it come true. And hard dinghies--let's face it--aren't nearly as useful and convenient as inflatable ones. They're nowhere near as stable, can't carry as much stuff, are much too heavy, and are hard to stow.
But hold the phone sports fans... the DinghyGo 2, a Dutch-built inflatable sailing tender that will hopefully appear here in the U.S. in the next year or two, may be just what we're looking for.
Boats & Gear
I spent much of last week at the Hawk's Cay Resort in Florida hobnobbing with a large clutch of my fellow marine journos (a.k.a. the "hacks") and an even larger clutch of brand and tech gurus from Navico, the marine electronics conglomerate, courtesy of PR mavens Rus Graham and Andrew Golden (a.k.a. the "flacks"). It was, I think, the largest marine-industry junket I've ever attended, with a total of 24 hacks running around in nine different test boats being chased by two different photo boats. And, yes, of course these chaperoned love-fests are inherently incestuous, but they are also exceedingly educational.
Navico, in case you hadn't noticed, has been in serious PacMan mode and has gobbled up a number of marine-electronics companies over the past several years. In the process it has made itself into the largest player in the recreational market and has distilled what were once seven rather diffuse brands into a pure nucleus of three well-established power brands: Lowrance, Simrad, and B&G. The idea moving forward is that each of these will develop and market products specialized for their respective niches, as in Lowrance = smaller fishing boats, Simrad = larger power cruisers and sport-fishing boats (and also commercial vessels up to 300 gross tons), and B&G (of course) = sailboats.
Given recent events, I thought maybe I should tell you about what happened last time I did a cat delivery with Hank Schmitt. This was seven years ago, in January 2007, and the short version of the story is that I ended up getting arrested. The boat--a brand new Scape 39 Sport Cruiser built in Cape Town, South Africa--belonged to a man named Wayne. He had hired Hank to skipper the delivery all the way across the South Atlantic to Grenada and was willing to pay airfare for one extra crew member to fly into Cape Town, which is where I came in.
Hank and I crawled off the plane, nearly jet-lagged to death, to be greeted by Wayne and a litany of his woes: 1) the boat, already over six weeks late, was not finished yet; 2) Wayne's wife, who had come to attend the launching and sea-trials, had broken her leg and had to fly home again; and 3) the apartment they were renting had just been destroyed in a fire.
Silly me. I thought publishing my account of abandoning Be Good Too would decrease rather than increase speculative and critical commentary among the baying dogs of the Internet. I suppose I should have known better. Unlike some folks out there, I don't have the free time to write multiple screeds on all the sailing forums, so I thought I'd address some issues that have been raised here.
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