The MAYAN Blog is Moving

After using multiple blogging tools, we're moving to Medium. We'll leave these old posts up, as many folks are linked here and referring to them. All the new post will go to:

https://medium.com/schoonermayan

Cheers,

S & B

New Photos Of MAYAN's Build, From 1947

As the years roll by we continue to collect more information about MAYAN's history. A year or so after we took over as caretakers of MAYAN the grandson of the man who built her contacted us with a few bits of information on the boatyard and the Grandfather who'd also helped him build his first boat. Now, Robert Tewes has come back again with some ancient (1947) photos of how they stepped the rig in Belize which are tremendously entertaining. Stacey Tewes is in the crew along with the first owner Paul Allen and Mr. Allen's father. 

Recently launched, preparing to receive spars

Discoveries like this are invaluable and give a very real sense of the conditions under which MAYAN was built. It is also rather amazing that a vessel of MAYAN's size and quality was built in such a small and primitive town. 

Near Belize City, there is a small river, called Haulover Creek. A quick search on Google Earth has revealed that the creek is still there and the boatyard in the photos appears to still be building and repairing boats. 

The first of our collection shows MAYAN riding to an anchor with her stern to the boatyard. She has her boomkin and bowsprit in place and is probably about to receive her spars. 

A few leads indicate MAYAN was built in less than six months. Of course, in those days there were fewer complexities to a yacht like this. A gasoline engine with a simple gravity feed fuel tank, an ice-box that used ice to chill it, oil-fired running lights, and oil-fired interior lamps. The windlass was manually operated and there were no halyard or sheet winches. Today, MAYAN has become much more complex, but we make every effort to disguise that complexity behind her lovely old Honduras mahogany panels. 

Once the hull and spars were complete, MAYAN headed up Haulover Creek under power while her spars were sent overland to meet her at the bridge. Lacking a crane tall enough to step the masts and wishing to avoid building jack-yards to lift the spars, the crew used the bridge to get the spar in place.

In the picture on the left, you can see Paul Allen, who commissioned the build, standing at the helm. His father who helped Mr. Allen fund the project seated on the left in the white hat and an unidentified crewmember standing on her aft deck as they powered up to the bridge.

As they approached Haulover Bridge, they could see one of the masts hanging from the bridge beams. The crew from the boatyard had successfully carried the spar to the bridge and rigged it vertically. Given the weight of the spar, that was quite an accomplishment. 

We know that MAYAN's original foremast rotted out during the time David Crosby owned her and he had a new one built of Douglas Fir. We aren't certain of the history of the mainmast. However, we have determined that it is spruce and that it is hollow. That last fact was a surprise to us all, but it's nice to know it isn't as heavy as some had suspected. 

From the picture below, we surmise that MAYAN was anchored and hauled back to the bridge. She was then probably tied off beneath it and moved about to get her under the spar dangling from above.

We've been involved in stepping spars on old boats and the entire idea of dangling 75' of spar above one's head from a bridge under the steady gaze of kids and other passersby is daunting. 

Of course, we know that these folks knew what they were doing, the spars went in and they headed back down the river to finish the rigging.

With her rig standing and her covers deployed, MAYAN spent her final month being prepared for her passage to New York City. Paul Allen and his grandson, along with four other sailors, would make the trip stopping only in Florida and twice along the east coast to resupply.

When she arrived in New York City she was immediately put up for sale and rapidly sold into the eager market for yachts. After this, we lose track of MAYAN until she turns up in the early 1950s as the yacht of the Bissel family. But that's antoher story.

Memories: 2015 Great Schooner Race at SFYC

With MAYAN moored in her slip while we're sheltering in place from the COVID-19 pandemic, we decided to reach back in time to one of our favorite events.

We had the tremendous luck of having the Crowninshield schooner MARTHA visiting the San Francisco Bay for the event, giving us a rare opportunity to sail against a staysail schooner of similar length. The schooners BRIGADOON and YANKEE were racing with us, but their gaff rig puts them at a disadvantage when going upwind.

MAYAN flying her "Lowers", with her small Yankee Jib

The day started with the threat of strong winds. A gray overcast hung above us and a strong ebb tide was forecast. It would be bumpy!

We had set all the lowers: Yankee Jib, Fore Staysail, Main Staysail, and Mainsail, in anticipation of a blow. But as we reached back towards the Knox Buoy starting line, the wind faded away.

"Change to the Genoa Jib!" called Beau, only 4 minutes before the start.

Under the leadership of the foredeck boss, Syntha Petroka, the foredeck crew went to work. With one minute to the gun, the sail-change was completed, we were on the line on time, and had the correct sail flying. As the starting gun went off, the boat settled down, and we started playing the puffs in the surprisingly light air.

MAYAN was new to us all. Thanks to the quick work of the foredeck crew, we had the right sail up and began to extend our lead on MARTHA. But, we didn't know how much wind the rig and sails would take. As we reached the windward mark, the wind was above 25 knots with gusts to 30. We turned downwind and hauled up the massive Advance Staysail to replace the Main Staysail, and set the Spinnaker flying from the bowsprit. With her centerboard pulled up, MAYAN has far less wetted surface than the other schooners. As one of the crew said: "She's lifting her skirts to run away now."

On the wind sailing back from Southampton Shoal to Alcatraz

The leeward mark far to the east of Angel Island was fast approaching and the wind was still in the high 20s to low 30s. Just before rounding the leeward mark the Advance Staysail and Spinnaker came down, the Main Staysail went up, and we took a chance by flying the Genoa Jib. Our crew boss, Skip Allen, had the team working beautifully.

"Wayne, how much can that bowsprit take?" Beau called out.

"More than the sailcloth can!" responded Wayne with a smile.

Wayne had entirely rebuilt MAYAN a decade earlier, he was confident in her strength. He was right. With the large jib drawing well MAYAN started clawing her way back upwind, bouncing in the ebb chop, and covering her crew with cold saltwater. A typical spring day on San Francisco Bay.

As we approached Alcatraz Skip Allen could see the ebb pushing us westward, directly upwind. MARTHA was gaining on us now, her full keel holding her to a lot less leeway than MAYAN makes with her centerboard.

"Bow down, Beau" called Skip. "Don't pinch her in this chop. You'll be too close to the island."

Beau pushed the bow down and MAYAN picked up a knot of boat speed. She was romping along now, spray flying everywhere. As is usually the case, Skip was right. The ebb tide kept pushing MAYAN westward towards Alcatraz and we ran the risk of getting into the lee of the island. What's worse, if we got too close, we'd be lifted out of the favorable ebb tide.

MAYAN riding the edge of the ebb tide upwind past Alcatraz

As we shot past Alcatraz, Beau called to Skip: "Call the layline. We don't want to go any further towards the City than we have to."

Skip grinned and started to gauge the current, wind, waves, and boat speed. One of the most experienced racing sailors in the world, this was a call he was really enjoying. 

"Stand by to tack!" rang out as Skip rallied everyone to their positions. "Tacking in 5, 4, 3..." he counted down. 

"This is nuts." said a friend from the Pacific Northwest as he took his position at the Genoa sheet winch. "We will never get around the island. We'll be headed right for the center of it."

"Just watch," Beau replied with a grin, and then called out: "Helm's a lee!"

As MAYAN completed her tack she was indeed pointed right at the rock cliff in the middle of the south side of Alcatraz. People ashore and on the ferries started to point at us and pull out their cameras. We were only six or seven boat lengths from the cliff and going fast. Our friends from out of town were worried.

But, Skip did what Beau knew he would. He had judged it perfectly. The ebb tide continued to push MAYAN upwind at over three knots. It runs especially strong along this southern cliff. "Keep the bow down, Beau." Skip called out. "You'll clear by two boat lengths."

Often referred to as The Elevator, the tide along this cliff is legendary. It is also extremely difficult to judge just how much a sailor can count on it. MAYAN did clear the southwestern tip of Alcatraz by two boat lengths as Skip made himself helpful by coiling lines and pointedly not looking at the island as it rushed past. 

MARTHA, not knowing the local conditions, had stood on a while towards San Francisco. There she tacked only to discover that the ebb tide and pushed her a long way west and she was badly overstood. The rest of the race was a romp back to Knox Buoy as both boats eased sheets and reached along with spray flying everywhere.

Wayne had brought his movie camera along that day, and just recently provided us with a beautiful video of the race. A special thanks to him for his efforts and a reminder that all of us who cherish these old wooden boats need to keep guys like Wayne going strong. You can find the race video at this link, and please visit the Maritime Preservation Trust for more information on caring for these lovely old boats. 

Testing The Manual Bilge Pump

Yesterday we wrapped up the rebuild and re-plumbing of the Edson 11" Manual Bilge Pump. It was time to give it a test!

We blocked off the limber holes to isolate the water in one section of the bilge between MAYAN's deep floor frames. Then took the freshwater flush hose from the engine room and ran it in reverse to fill that section of the bilge with saltwater. Matthew manned the pump handle and in the attached video you'll see that he has no trouble draining the bilge with the 30-gallon per minute pump working against the 7-gallon per minute flow from the hose.

After the test, we connected a freshwater hose to the input hose and filled the system with fresh water. No need to let seawater sit in the pump. That said, apparently, seawater has been sitting in that pump for decades without hurting it at all.

The video is YouTUBE HERE or just click on the video below.

We also tested the engine-driven Jabsco 60-gallon/minute bilge pump which ran perfectly. It emptied the bilge so quickly that the crew spent quite a bit of time waiting for the bilge to re-fill. We've only run the engine at 1,000 RPM so far, which is below the maximum RPM for the pump. As a result, we were only seeing about 80% of the pumping capacity expected.

Our neighbor, the Columbia-50 XANTHIPPI, has hauled out for a paint job. This has allowed us to test the engine-driven pump in the slip. The outlet for the bilge water from this pump is located near the waterline, and when we engage the pump bilge water is sprayed all over the dock and into XANTHIPPI's slip. We washed the dock down completely after the test, happy that we'd waited until the slip was empty!

These tests are run annually to ensure that the pumps are in good working order.

:Winter Projects: Crew Training: Flooding - Part 1

MAYAN Going Cruising

The following is a bit dry and instructional compared to our normal posts. If crew training and dealing with a sinking vessel aren't interesting, we'd suggest moving along to other posts.

In Part 1 we cover the tasks which need to be done when the boat is found to be flooding. We have also arranged them in order of importance, to best utilized the relatively short time one has before a serious leak can get dangerous.

In Post 2, we will cover various techniques we've learned over the years which can be used to stop flooding. As always, we're constantly looking for new ways of dealing with problems. Please feel free to email your thoughts to SchoonerMAYAN@gmail.com

Having been aboard a few boats which were trying to sink, the MAYAN crew is focused on including training for this eventuality in addition to a host of other training programs including Person Overboard, Fire, and Collision. All of these are in addition to the regular sailing practice and training that we'll be running in the spring. Each of these major training areas will be documented here and a handout will be given to the Crew as they go through the training.

Note: Let us start by saying that these instructions are designed to work best aboard MAYAN. Your crew may or may not find these suggestions useful. We'd recommend writing up your own set of instructions based upon the characteristics of your own boat and crew. More importantly, these instructions are NOT a substitute for attendance at a US Sailing Safety At Sea or US Power Boating class or any other official training. They are solely our own opinions and the way we do things aboard MAYAN.

FLOODING: Part 1

Prioritization of Tasks - It is critical to rank order the tasks by importance, ensuring that the highest priority tasks are attended to as quickly as possible. While this sounds rather obvious, it is surprising how rarely a crew is prepared to triage a problem they face. Below is a prioritized list of actions that need to be taken as soon as it is determined that the boat is flooding. At some point, while working down this list, the problem will be discovered and in almost all cases will be resolved. It is almost always safer to stay aboard MAYAN even if she were partially flooded.

1. Determine the source of the water: While this sounds silly, in our experience some crew will immediately start attempting to operate the radio, launch the life raft, or start pumping rather than organize themselves to identify the source of the water. In a boat that is the size of MAYAN, the source may be difficult to find initially. We identify search areas and crewmembers who are responsible for searching those areas. Four Crew Assigned to the following search areas:
• Engine Room - Because there are numerous thru-hulls and pipes here, it is the highest probability source of a problem including both salt and pressure freshwater leaks. 
• F'o'csul & Head - Possible collision or raw water intake leak, holding tank failure, shower sump failure, pressure fresh water leak. 
• Galley - Sink outflow, pressure fresh water leak. 
• Main Saloon - Manual bilge pump outflow, 12v Electric bilge pump outflow, leaking freshwater tank, leaking freshwater pressure pump
2. Assign Crew to Deal With The Leak: An appropriate sized and skilled team will be assigned to deal with stopping the leak. (This topic will be covered in Flooding: Part 2) Typically, this is no more than three crewmembers as space is typically limited and only one person can be positioned directly at the leak. The other members of the team will be running for parts, tools, supplies of various sorts. Also, some repair techniques require crew to work from the deck or even the water. Appropriate safety equipment and techniques should always be considered.
3. Assign Crew to Pumps and Communications: With the leak identified, the skipper will then assign one crew to the VHF radio to stand by for instructions and NOT send out a message until told to do so. Two crew will be assigned to the pumps:
• Manual Bilge Pump - Located in the main saloon. Suggest a strong crewmember
• Engine Driven Bilge Pump - Located in the engine room along with its clutch control.
• VHF Radio - Note the Longitude and Latitude of MAYAN. Pull the emergency radio procedure Cheat-Sheet from the Log Book. Perform a radio check to see if anyone is within range and responding. Standby the VHF Radio. DO NOT ISSUE A MAYDAY until ordered to do so by the Skipper.
4. Assign Crew to Abandon Ship Team: Only on the orders of the Skipper, execute the following steps:
• VHF Radio Crew - Start MAYDAY calls.
• Grab Bag Crew - Locate the secondary EPIRB, in the master stateroom, and bring it to the Nav-Station. Locate the Grab Bag in the hanging locker aft of the Nav-Station. Place the secondary EPIRB and one handheld VHF into the Grab Bag. Ensure the Grab Bag is sealed. Move it up onto the deck amidships near the Liferaft. Secure it to the mainmast.
• Life Raft Crew - Ensure that the raft is ready for launch. DO NOT LAUNCH without a direct order from the Skipper.
• Deck Crew - Secure MAYAN to the greatest extent possible: sails down, hatches, portholes, sea-cocks closed and wheel lashed.

Practice The Tasks - It is best to practice the tasks and (where possible) have crewmembers cycle through the various tasks to ensure that in the event of a problem, all the available crew can execute all the important tasks. While some crew is better suited to certain jobs, like a large grinder operating the manual bilge pump, flooding typically happens in foul weather and not all crew may be available.

MAYAN will gear up for spring practice which will cover all these tasks.

As always, please feel free to contact us by email at SchoonerMAYAN@gmail.com

Winter Projects: Bilge Pumps

This winter the projects aboard MAYAN are primarily of the "Once Done You'll Never See Them" category. So far engines have been services, minor leaks have been fixed, some rigging work has been completed at the masthead, and the one exception is that we're nearing completion of the annual varnish binge.

Today's post is about bilge pumps, a topic only a sailor could love, and one often neglected until the water is up to one's knees.

MAYAN has a small 12-volt bilge pump which is for clearing out the water when the washup-technician (me) spills the pasta water. As a result, there are two other pumps to deal with a serious leak.

Ideal 11" Manual Bladder Pump 30-Gal/Min

The first is a manual Edson pump with a 4' handle which will move 30 gallons of water per minute activated by even a small crewmember. On the right is the Edson pump stripped down. Because it is solid bronze, even after constant service from 1947 it is still in great shape and only needed new rubber bits.

The second is a 60 gallon per minute Jabsco pump belted to the Yanmar generator engine through a clutch.

While pumps almost never save a boat with a serious leak, they do buy time for the crew to address the issue and stop the water from coming aboard.

A key problem with a serious leak is that every bit of rubbish in the boat, under the bunks and along the inside of the hull flows into the bilge and will clog the intake of the pumps. Often, pump intakes are buried at the bottom of the bilge where the crew can't get to them to clear the blockage.

Engine Driven Pump Pick-Up Under Saloon Sole

The first step with MAYAN's pumps was to relocate the pickup to a place where a crew could easily reach the intake even if there were three feet of water in the boat. This required moving the pickups to the bilge beneath the main saloon sole.

The second step was to build a screen (sometimes called a Strum Box) which will keep rubbish from clogging the intake, and once the inevitable clog occurred, to allow the crew to clear it easily.

PVC Screens for Bilge Pump Pickup

The picture above shows the bilge beneath the Saloon sole. It is easily accessed by lifting a hatch in the sole. This is the inlet of the 60-gallon per minute engine-driven pump with it's 2" hose leading to a 10" long length of schedule 40 PVC pipe, and the screens. The entire screen can be removed when it clogs (It will clog!) and replaced by the spare screen tied to the hose in the picture so it won't wash away. The crew can then clear the clog by removing the end cap on the end of the PVC pipe and returning it to the bilge as the spare.

All connections are hand fit, as this is on the suction side of the pump and the use of a hose clamp would make it impossible to swap in the spare or clear the screen.

Once we've finished all this work, all the hoses and screens will be laying in the bilge for years, hopefully never to be used except for testing and training. We'll post an example of the training program in a future edition of the blog.

MAYAN Gets Her Rudder Re-Shaped

John G. Alden designed hundreds of boats over many decades. MAYAN is design number 356-B and based a design from 1928. Alden's design serves a specific mission: To annually traverse the Intercoastal Waterway from New England to the Carribean in the fall, returning home in the spring.

To succeed in this mission, MAYAN needed a draft no deeper than 5' with her centerboard up to avoid the shoals. She needed a masthead no higher than 65', to clear the bridges without forcing them to open. She needed a broad beam to hold her up against a stiff breeze, and a long waterline to let her make the passage quickly.

MAYAN sporting her beam and shallow draft

Alden's design delivered solutions to all these problems in a graceful seaworthy design: 60' on deck, 16'6" of beam, 4'6" of draft, a 45'6" waterline, and a mainmast head that stands 63' from the waterline. She is a bit short on sail-area, but that's perfect for her new home sailing on Monterey and San Francisco Bays. Here we have consistently strong winds that mask the ill effects of MAYAN's small rig. A side effect of her shallow draft is that her rudder is a bit under 4' tall. When combined with rather primitive ideas about hydrodynamics, it was challenging to keep MAYAN on course in quartering seas and hard to maneuver in close quarters. The advantages of our strong local winds dissipated on the square front and blunt trailing edge of our antiquated rudder shape.

I'm catching up on long-overdue posts. Our significant winter project last year was to re-shape the rudder while MAYAN was ashore to refresh her anti-fouling paint and various other maintenance tasks. Homer Lighthall, who has built hundreds of rudders for racing boats like MERLIN, was recruited to perform the work. Bill Lee, the yacht designer, volunteered to advise on the new shape. A squad of friends formed up from thin air and offered opinions about nearly everything.

The original rudder had a substantial list of problems:

MAYAN Original Rudder Shape

1) The prop aperture took up more than one-third of the leading edge of the rudder. 2) That leading edge was 4" thick, cast of bronze, and sported square corners!
3) The trailing edge of the rudder was 3" thick and finished in a hemisphere; one of the worst shapes when considering drag.
4) The rudder didn't extend up to the counter above, leaving a gap between the rudder and the hull.
5) The rudder didn't extend to the full depth of the keel, leaving it undersized.
6) A gap of 3" ran between the deadwood and the rudder post, allowing turbulence to form along the leeward side of the rudder.

Cardboard CAD

As Bill and I discussed various strategies to re-shape, extend vertically, and reduce the after edge of the rudder, Homer appeared with a sheet of cardboard. He clamped it to the old rudder, lining one side with the trailing edge of the deadwood. Trimming the right angle with a box cutter, Homer slid the top up until it was as close as possible to the counter. Extending a straight edge from the bottom of the keel, he cut the lower side of the cardboard. Finally, after stepping back and estimating the new additional area, he cut the cardboard short of the trailing edge of the old rudder. In ten minutes, Homer had designed the profile of a new rudder, expressed in cardboard. Bill weighed in, "That's about right."

I was still pondering which CAD system I was going to use to draw up the new rudder profile.... but, it was over. Homer's design looked good to me. Cardboard CAD!

Old Rudder vs new Cardboard CAD

"Homer, I'd like to have the same rudder area so that we don't change the boat's handicap rating," I said.

"I'll get my tools," Homer responded. Measure what I've added and what I'm going to cut off. Let me
know if I missed it."

Five minutes with a tape measure confirmed that Homer's eye was nearly perfect. He was off by less than two square inches out of a total of 1,848. "Damn near perfect!" I told him as he returned with his pushcart loaded with a circular saw, power planer, and angle grinder.

"Do you two want to talk about this more, or is this good enough?" Homer asked Bill and me.

"It looks about right to me," responded Bill.

With a little trepidation, I agreed. "Go for it, Homer," I said, sounding more confident than I felt. "We can always screw some back on if it's too small."

Homer just laughed and scribed a line on the old rudder following the trailing edge of
the cardboard. Then, picking up his circular saw, he cut about 7.5" off of the trailing edge of the old rudder along a graceful curve. Seeing a four foot high, by 7.5" wide, by 3" thick slab of wood laying on the concrete under MAYAN, felt incredibly odd. It had happened so fast.

Trading the circular saw for the power planer, Homer went to work, making the trailing edge of the rudder thinner. He worked entirely by eye. Where I would have built templates and patterns, Homer just ran his hand over the shape, stepped back to look at it every few minutes, and kept grinding. My job was to sweep up the rapidly growing mound of teak shavings growing underfoot.

To reinforce the wood and transfer the significant loads from the rudder shaft aft to the blade, the original builders had used two 3" by 1" bronze straps, which extended aft three feet. Homer cut away the last four inches of these straps.  Removing the tail end of the bronze straps allowed the after edge of the rudder to be ground down to a far narrower shape. Before the advances in hydrodynamics made in the 1950s, builders and naval architects didn't appreciate the drag created by thick foils. MAYAN was being brought forward into the 21st century just a bit.

With the profile and the foil shape roughed out, Homer headed off to his shop to order some 4" thick mahogany he could use to build up the top and bottom of the rudder to match the cardboard pattern. I set to work grinding all the paint and putty from what remained of the rudder and from areas of the deadwood, which would be shaped and faired to let the water approach the rudder and aperture.

Just aft of the propeller, the square leading edge of rudder was now clean, shiny bronze, highlighting the absurdity of its 4" thick square-cornered shape. As Homer looked over my shoulder, he laughed at the shape.

Re-Shaped Leading Edge In The Aperture

"That's like towing a bucket!" and then continued, "It is terrible in that spot because the water leaving the propeller is moving a lot faster than the boat, It hits that flat surface and goes around those square corners. I'll bet she'll get better fuel economy once we fix that."

Having completed the cleanup, I sat in the shade under MAYAN's port quarter and researched the clearance the MaxProp required aft of the blades and at the tips. We had plenty of space. It seems that MAYAN had once had a much larger propeller. At least she had an aperture large enough to accept one.

"What's the answer?" asked Homer.

"We can make the leading edge round. We've got 5" to work with, and we only need two. We can also bring the bottom of the aperture up about 3".  I replied.

"That's what I was hoping," replied Homer as he started cutting the long wooden strip for the bottom of the rudder.

Taking Shape - Note: New Wood and
Bronze Straps

Within an hour, he had cut the bottom edge of the rudder off straight and square, roughly shaped the new addition, dry-fit the new piece with long screws, and then attached it with West Epoxy and a bonding thickener. Turning his focus to the top of the rudder, he installed the new wood in the same manner. Mixing up epoxy and a sanding filler, he built up low spots on the sides of the rudder, which I hadn't noticed.

"We'll start final shaping tomorrow," Homer announced as he packed up his tools. We were only a few days into the project, and MAYAN's rudder looked entirely different.

As always, the final shaping takes much longer than I expected. It is a series of steps repeated over and over. First, the planer and grinder rough out the shape. Then, epoxy filler builds up low spots. Finally, after more shaping with the planer, hand rasps, and a sander, it's back to the first step to continue the shaping. With each pass, the flat wooden plank, which was MAYAN's original rudder, was becoming a much more modern foil shape.

As Homer worked his magic with the power planer, I assigned the task of figuring out how to fill in the large gap between the rudder shaft and the trailing edge of the deadwood. Taking a cue from Homer's work on the rudder, I fashioned wooden blocks which we attached to the deadwood with epoxy and small screws. The trailing edge of these blocks cut to a concave grove to parallel the front of the rudder shaft.

Filling The Gap, Rudder On The Left

We exposed the blunt leading edge of the bronze straps holding the gudgeons to the deadwood. A ramp of thickened epoxy served to fair their sharp corners into gentle bumps, further reducing drag. I ground away the anti-fouling paint to expose the epoxy and epoxy primer sealing the hull and re-coated everything with West Epoxy making it ready for the new primer.  Epoxy's ability to survive for decades underwater undamaged and its ability to adhere to high moisture content wood make it the perfect sealer and glue for work on wooden boats.

Homer (l) and Matthew (r) Comparing the
New Trailing-Edge to the Old

As Homer wrapped up his tenth day of work shaping the rudder, I fashioned a template of the port side. Having watched Him work by eye for days, I was impressed with how symmetrical the shape of the rudder had become. But, it was time to measure it with something more accurate than my eye. Flipping the template over I, lined it up along the starboard side of the rudder. It fit perfectly. Homer had shaped the 4' broad and now 5' tall rudder perfectly. Using nothing but his decades of experience and skill, he had shaped the two sides of MAYAN's rudder to within a few thousandths of an inch.

As we examined the new rudder shape, one of our long-time crew, Matthew, joined in by holding up the old trailing edge of the rudder for comparison. It wasn't until relatively recently, by schooner standards, that designers realized that the trailing edge should be nearly sharp. As we now know, the hemispherical shape of MAYAN's old rudder trailing edge is just about the worst possible shape, causing more turbulence than a square edge. We predicted this change in the trailing edge would improve MAYAN's performance substantially.

Finally nearing the end of the project, Homer and his team applied two layers of West epoxy and glass cloth to the rudder and deadwood, completely sealing the rudder and bonding the new wood along the rudder shaft to the deadwood. Two coats of epoxy primer covered the West to fill the cloth pattern. Then three coats of anti-fouling finished everything off.

How did it work?

New Rudder Shape Completed

After relaunching MAYAN, we headed out of Santa Cruz Harbor on a calm day. In the channel, idling along at 4 knots, everything felt about the same. But, upon reaching the open Monterey Bay and pushing the engine up to 1750 RPM, the crew and I exchanged glances. It was noticeably quieter.

Gone was the RUMMA-RUMMA-RUMMA of the prop wash smacking into the square flat-fronted rudder just aft of the propeller. Now at 1750 RPM, in a calm sea, MAYAN was making 8.2 knots through the water, a full knot faster than with the old rudder shape.

I pushed the rudder hard over. We watched as MAYAN turned much more quickly and in a far tighter turning circle. Our experienced eyes estimated that at maneuvering speeds, the turning circle was at least one boat length smaller.

Perhaps the most attractive feature of the new rudder shape was expressed by Gene, our most experienced crew member at 80 years old, when he announced, "I used to have to work at turning her. Now I'm driving around with just one hand on the wheel!" His smile was infectious. As each of us drove MAYAN around in drunken circles, backed her up, and spun her side to side, the grins grew wider. The new rudder was a tremendous success.

Gene Sofen at the helm, MAYAN